NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-477 (04-22)

FLIGHT TRAINING
INSTRUCTION

DAY FAMILIARIZATION
HELICOPTER ADVANCED PHASE
TH-73A
2022
 DEPARTMENT OF THE NAVY
CHIEF OF NAVAL AIR TRAINING
250 LEXINGTON BLVD SUITE 179
CORPUS CHRISTI TX 78419-5041

CNATRA P-477
N714
6 Apr 2022

CNATRA P-477-(New 04-22)

Subj: FLIGHT TRAINING INSTRUCTION, DAY FAMILIARIZATION TH-73A

1. CNATRA P-477 (04-22) PAT, “Flight Training Instruction, Day Familiarization,

TH-73A” is issued for information, standardization of instruction, and guidance to all flight
instructors and student military aviators within the Naval Air Training Command.

2. This publication is an explanatory aid to the Helicopter curriculums and shall be the authority
for the execution of all flight procedures and maneuvers herein contained.

3. Recommendations for changes shall be submitted via the electronic Training Change Request
(TCR) form located on the Chief of Naval Air Training (CNATRA) Website

4. CNATRA P-477 (New 04-22) PAT is a new publication.

T. P. ATHERTON
By direction

Releasability and distribution:

This instruction is cleared for public release and is available electronically only via Chief of
Naval Air Training Issuances website, https://www.cnatra.navy.mil/pubs-pat-pubs.asp.
 FLIGHT TRAINING INSTRUCTION

FOR

DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

TH-73A

P-477

iii
 LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original…0…06 Apr 22 (this will be the date issued)

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 136 CONSISTING OF THE

FOLLOWING
Page No. Change No. Page No. Change No.

COVER 0 B-1 – B-5 0

LETTER 0 B-6 (blank) 0
iii – x 0
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3-1 – 3-8 0
4-1 – 4-60 0
5-1 – 5-14 0
6-1 – 6-7 0
6-8 (blank) 0
7-1 – 7-7 0
7-8 (blank) 0
A-1 – A-13 0
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 INTERIM CHANGE SUMMARY

The following changes have been previously incorporated into this manual:

CHANGE
REMARKS/PURPOSE
NUMBER

The following interim changes have been incorporated into this change/revision:

INTERIM
CHANGE REMARKS/PURPOSE ENTERED BY DATE
NUMBER

v
 SAFETY/HAZARD AWARENESS NOTICE

This course does not require any special safety precautions other than those normally found on
the flight lines.

vi
 TABLE OF CONTENTS

LIST OF EFFECTIVE PAGES .................................................................................................. iv

INTERIM CHANGE SUMMARY .............................................................................................. v
SAFETY/HAZARD AWARENESS NOTICE .......................................................................... vi
TABLE OF CONTENTS ........................................................................................................... vii
TABLE OF FIGURES .................................................................................................................. x

FAMILIARIZATION ............................................................................... 1-1

INTRODUCTION ..................................................................................................... 1-1
THE FLIGHT INSTRUCTOR .................................................................................. 1-1
COCKPIT FAMILIARIZATION .............................................................................. 1-1
PREFLIGHT PREPARATION AND ON-WING ..................................................... 1-1
STRESS MANAGEMENT ....................................................................................... 1-2
CRM........................................................................................................................... 1-2

- FUNDAMENTALS OF HELICOPTER CONTROL........................... 2-1

INTRODUCTION ..................................................................................................... 2-1
CYCLIC CONTROL ................................................................................................. 2-1
COLLECTIVE CONTROL ....................................................................................... 2-4
ANTI-TORQUE PEDALS ........................................................................................ 2-5
TWIST GRIP (THROTTLE) ..................................................................................... 2-6

BASIC MANEUVERS ......................................................................... 3-1

INTRODUCTION ..................................................................................................... 3-1
ATTITUDE FLYING ................................................................................................ 3-1
ATTITUDE CONTROL AND AIRSPEED .............................................................. 3-2
ATTITUDE CONTROL AND COORDINATED TURNS ...................................... 3-2
POWER CTRL AND RESULTING ALTITUDE, CLIMB, OR DESCENT ........... 3-4
TURBULENCE AND WINDS ................................................................................. 3-5
CROSSWIND CORRECTIONS ............................................................................... 3-6
SCAN ......................................................................................................................... 3-6
BODY POSITIONING .............................................................................................. 3-7

FLIGHT TRAINING MANEUVERS................................................... 4-1

INTRODUCTION ..................................................................................................... 4-1
ABBREVIATED TAKEOFF CHECKLIST ............................................................. 4-1
HOVER ...................................................................................................................... 4-1
VERTICAL TAKEOFF ............................................................................................. 4-3
HOVER TAXI OR AIR TAXI .................................................................................. 4-6
HOVERING TURNS................................................................................................. 4-7
SQUARE PATTERNS ............................................................................................ 4-10
CONSTANT-HEADING SQUARE ........................................................................ 4-11
PARALLEL-HEADING SQUARE......................................................................... 4-12
PERPENDICULAR-HEADING SQUARE ............................................................ 4-14
TRANSITION TO FORWARD FLIGHT ............................................................... 4-15
NORMAL APPROACH .......................................................................................... 4-18

vii
VERTICAL LANDING........................................................................................... 4-21
NO HOVER TAKEOFF .......................................................................................... 4-23
MAXIMUM LOAD TAKEOFF (SIMULATED) ................................................... 4-24
OBSTACLE CLEARANCE TAKEOFF ................................................................. 4-26
ABORTED TAKEOFF MANEUVER .................................................................... 4-28
SHALLOW APPROACH ........................................................................................ 4-30
STEEP APPROACH ............................................................................................... 4-32
NO HOVER LANDING .......................................................................................... 4-34
SLIDING LANDING .............................................................................................. 4-36
POWER ON WAVE-OFF ....................................................................................... 4-38
POWER OFF WAVE-OFF...................................................................................... 4-39
SET POWER CLIMB .............................................................................................. 4-40
SET POWER DESCENT ........................................................................................ 4-41
SET POWER TURN................................................................................................ 4-42
MALFUNCTION OF THE FUEL CONTROL SYSTEM ...................................... 4-44
HYDRAULIC BOOST-OFF APPROACH ............................................................. 4-46
STABILITY AUGMENTATION SYSTEM (SAS) OFF ....................................... 4-47
VORTEX RING STATE ......................................................................................... 4-48
NORMAL CRUISE ................................................................................................. 4-50
NORMAL CLIMB................................................................................................... 4-51
NORMAL DESCENT ............................................................................................. 4-52
FAMILIARIZATION LEVEL SPEED CHANGE ................................................. 4-52
TURN PATTERN – FAMILIARIZATION STAGE .............................................. 4-54
SINGLE AXIS INPUT IN A HOVER .................................................................... 4-55
SINGLE AXIS INPUT IN FORWARD FLIGHT ................................................... 4-57
SIMULATED FIXED PITCH PEDAL POSITION AT ALTITUDE ..................... 4-58

POWER OFF AND AUTOROTATION ................................................ 5-1

INTRODUCTION ..................................................................................................... 5-1
SIMULATED ENG FAILURE IN A HOVER & HOVER TAXI (CUT GUN) ....... 5-1
AUTOROTATIONS .................................................................................................. 5-3
SIMULATED ENGINE FAILURE AT ALTITUDE.............................................. 5-10
SIMULATED ENGINE FAILURE ON TAKEOFF ............................................... 5-13

DEMONSTRATION MANEUVERS ........................................................ 6-1

INTRODUCTION ..................................................................................................... 6-1
LOW REVOLUTIONS PER MINUTE RECOVERY .............................................. 6-1
FLIGHT DIRECTOR MODES ................................................................................. 6-2
MAXIMUM GLIDE AUTOROTATION ................................................................. 6-4
HOGE AUTOROTATION ........................................................................................ 6-5

EMERGENCY PROCEDURES ......................................................... 7-1

INTRODUCTION ..................................................................................................... 7-1
LEARNING EPS ....................................................................................................... 7-1
CREW ALERTING SYSTEM MESSAGES ............................................................ 7-2
SIMULATED EMERGENCIES AT ALTITUDE .................................................... 7-2
CHECKING POWER AVAILABLE AT ALTITUDE ............................................. 7-5

viii
GLOSSARY ....................................................................................................... 1

SOLO GUIDELINES ........................................................................................ 1

ix
 TABLE OF FIGURES

Figure 3-1 Axes About Which Aircraft Attitude Is Controlled ....................................... 3-1
Figure 3-2 Loss of Vertical Lift During Turns................................................................... 3-3
Figure 3-3 Load Factors in Various AOB During Level Turns ....................................... 3-4
Figure 3-4 Power Control and Resulting Altitude, Climb, or Descent Chart ................. 3-5

Figure 4-1 Hovering Instrument Cluster............................................................................ 4-2

Figure 4-2 Hovering Maneuver ........................................................................................... 4-2
Figure 4-3 Vertical Takeoff ................................................................................................. 4-4
Figure 4-4 Hand Signals ....................................................................................................... 4-7
Figure 4-5 Hovering Turn Maneuver ................................................................................. 4-8
Figure 4-6 Effect of Wind on Rate of Turn ........................................................................ 4-9
Figure 4-7 Constant-Heading Square ............................................................................... 4-11
Figure 4-8 Parallel-Heading Square ................................................................................. 4-13
Figure 4-9 Perpendicular-Heading Square ...................................................................... 4-14
Figure 4-10 Transition to Forward Flight Maneuver ....................................................... 4-17
Figure 4-11 Normal Approach ............................................................................................ 4-18
Figure 4-12 Final Approach Glideslope.............................................................................. 4-20
Figure 4-13 No Hover Takeoff ............................................................................................. 4-24
Figure 4-14 Maximum Load Takeoff.................................................................................. 4-26
Figure 4-15 Aborted Takeoff ............................................................................................... 4-29
Figure 4-16 Shallow Approach Glideslope ......................................................................... 4-31
Figure 4-17 Steep Approach Glideslope ............................................................................. 4-33
Figure 4-18 Sliding Landing ................................................................................................ 4-37
Figure 4-19 Set Power Turn ................................................................................................ 4-43
Figure 4-20 Normal Cruise .................................................................................................. 4-50
Figure 4-21 Turn Pattern ..................................................................................................... 4-55

Figure 5-1 Autorotation Profile ........................................................................................... 5-6

x
 FAMILIARIZATION

INTRODUCTION

This chapter serves as the primary guide for familiarization stage maneuvers.

In order for you to learn what you need about flying helicopters, it is necessary to become
intimately familiar with this Flight Training Instruction (FTI). The better you understand the
academic theory, the easier it is to learn maneuvers in the helicopter. In addition to the FTI, you
should consult the following publications:

 TH-73A NATOPS Flight Manual

 Aerodynamics Reference Book

 Rotary-Wing Operating Procedures (RWOP) Manual

 Master Curriculum Guide, TH-73A

 Squadron Standard Operating Procedure (SOP)

 Federal Aviation Administration (FAA) Helicopter Flying Handbook

A thorough working knowledge of procedures is essential for your safe and successful
completion of flight training. Go beyond rote memorization and strive to understand the purpose
of each maneuver before you get into the cockpit and fly them. The lessons engrained in this
stage of training will be core concepts throughout your career in aviation.

THE FLIGHT INSTRUCTOR

The roles of the Advanced Rotary Instructor are coach, mentor, copilot, and evaluator. Their
objective is to train professional pilots prepared for the needs of the Fleet. Come prepared with
exceptional knowledge of your briefing items and procedures. Your Instructor will guide you
through the practical application of that knowledge.

COCKPIT FAMILIARIZATION

In between events, set aside time to sit in the cockpit and familiarize yourself with the locations
of the various instruments and switches. Aircraft are available in the squadron hangar for your
use. Coordinate with Aircraft Issue prior to practicing cockpit procedures or the preflight.
Simulators and static cockpit trainers are also available for familiarization and checklist practice.

PREFLIGHT PREPARATION AND ON-WING

You will meet your On Wing in your first familiarization simulator. Make your initial
appearance and each subsequent appearance before an Instructor a good one. Military courtesy
and discipline are important factors in your training and will continue to be throughout your
military service.

FAMILIARIZATION 1-1
CHAPTER ONE DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

The FAM-0 event provides you the opportunity to demonstrate the preflight, ensure flight gear is
sized, and discuss any questions you might have prior to your first aircraft flight.

STRESS MANAGEMENT

Much like primary, advanced flight school will be stressful, draining, and challenging. A holistic
resilience strategy is crucial to instill, setting the tone early not just for your tenure through flight
training but your military career. The following resources are available throughout your career
to augment your scheduling and stress management strategy:

 Fleet and Family Support Center

 Chaplain

 Morale, Welfare, and Recreation (MWR)

A proficient officer will familiarize themselves with these resources, not just for their own sake
but also for the sake of their fellow Marines, Sailors, and Coastguardsmen.

CRM

Pilot error is involved in 50–80 percent of all mishaps in the Navy and Marine Corps. The Navy
has instituted the CRM program to educate and train its pilots to prevent such mishaps. Now that
you have been designated a multi-crew platform, CRM is a crucial career skill you must
internalize and hone every time you fly.

CRM describes the process of coordinated action among crewmembers, which enables them to
interact effectively while performing mission tasks. Good CRM can increase mission
effectiveness by minimizing preventable crew errors, maximizing crew resources, and
optimizing risk management. The Naval Training Systems Center has identified several skills
and behaviors that influence CRM. These behaviors have been classified into seven basic areas.

Open CNAF 3710.7 to section 3.8 for information on CRM. The breakdown of the critical
behavioral skills you will need to brief and apply can be found in section 3.8.1.

One area to focus on CRM is communicating your maneuvers in the aircraft. Due to spinning
rotors, it is imperative that you always understand where your aircraft is in relation to people,
aircraft, and items nearby. Expect to visually clear your side of the aircraft before each
movement of maneuvers and announce “clear (side of aircraft)” or “hold (and what is the
obstacle).” Do not rush this maneuver, and do not assume what you cannot see is clear.

It is also important to communicate what your immediate plans are as the flying pilot. Doing so
ensures the entire crew is prepared for the change and can help prevent poor decisions by getting
verbal agreement before proceeding.

1-2 FAMILIARIZATION
 FUNDAMENTALS OF HELICOPTER CONTROL

INTRODUCTION

This chapter reviews the fundamentals of helicopter control. The controls for a helicopter are
similar to those in a fixed-wing aircraft. To master the aircraft, the pilot must be thoroughly
familiar with how it reacts to control inputs. Smooth control inputs conserve power, promote
passenger confidence, and increase mission effectiveness.

Helicopter flying requires no radical change in thought processes. The pilot will find they have
more control over the helicopter than over fixed-wing aircraft. In helicopters, large portions of
your training will be spent in the region of reverse command, which is referred to in helicopter
flying as the back side of the power curve.

This chapter is devoted to a basic explanation of the four separate controls that make up the
helicopter control system. NATOPS chapter 2 has more information on the system functionality
of the flight control system. The basic helicopter controls consist of the following:

 The cyclic controls the pitch attitude and roll angle of the helicopter.

 The collective acts similar to the throttle in a fixed-wing aircraft; it controls the
amount of thrust produced by the main rotor.

 Anti-torque pedals counteract the rotational torque effect of the main rotor to
maintain heading control in a hover and balanced flight while in forward motion.

 The twist grip (throttle) has no direct equivalent in fixed-wing aircraft. The twist grip
controls fuel flow to the engine and is used for start-up, shutdown, and to set the
flight idle and flight positions. The twist grip shall be left in the flight position during
flight except when executing power off maneuvers or specifically required when
practicing tail rotor and fuel control emergencies.

The following is a discussion of each of these controls and the manner in which they are
coordinated to control the helicopter.

CYCLIC CONTROL

The cyclic is located directly in front of the pilot and looks like a control stick in the T-6B. The
cyclic control is so named because it changes the pitch of the main rotor blades as they cycle past
a particular portion of their rotation to control the attitude of the rotor disk about the longitudinal
and lateral axis. Rotor response to cyclic inputs is extremely sensitive and rapid in all flight
regimes, from zero airspeed to the Never Exceed Speed (Vne). Movement of the cyclic tilts the
rotor disk, directing the lift force and giving the pilot complete attitude control. Precise rotor
disk attitude control is required to maintain a position in a hover or to maintain airspeed in
forward flight. The cyclic offers pitch and roll control in forward flight, much like an airplane

FUNDAMENTALS OF HELICOPTER CONTROL 2-1

CHAPTER TWO DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

control stick; however, it controls the rotor disk directly, not through elevators and ailerons.
Angle of Bank (AOB) turns a helicopter in forward flight just as AOB turns an airplane, except
there is no adverse aileron yaw.

Some control over altitude can be exercised through the cyclic by trading airspeed for altitude
and vice versa; however, this is a secondary function of the cyclic control. Proper handling calls
for smooth, precise, and minute corrections more in the nature of pressures than movements.

1. How to Use the Cyclic

Rest the right forearm on your leg and grasp the cyclic grip lightly. Your right forearm must be
supported. If there is a natural gap between your forearms and leg, consider using a seat cushion
or placing an object under your kneeboard to raise it, and provide an anchor point for your
forearm (e.g., an approach plate). Your arm and hand need to be relaxed so that you can apply
light, smooth pressure to the cyclic; an anchor point for your forearm will help reduce large
control inputs. As in all things rotary, be smooth. Carrying over a general rule from primary,
you will put in an initial input and take about half of it out.

WARNING

Do not let go of the cyclic while the rotors are turning—it may
result in an undesired aircraft state.

2. Force Trim

The TH-73A incorporates a cyclic force trim system with a magnetic brake and force gradient
spring to provide stick position trim and artificial feel. A Force Trim Release (FTR) button is
located on the cyclic.

3. How to Trim

Recall the benefits of proper trim use from primary. Trim is adjustment of aerodynamic forces
to allow aircraft attitude retention without control input. It allows the pilot to keep the cyclic in a
specific position without constant manipulation of controls. When trimmed, the pilot may
momentarily release controls, and the aircraft will continue in steady, un-accelerated flight. With
proper trimming, pilot workload is reduced so the pilot can focus on other tasks. The fastest way
to improve every aspect of flight maneuvering is to use the trim system properly.

When it comes to control inputs, experienced pilots do less. Generally, in any flight profile
where the cyclic is trimmed and steady, small corrections should be made around the trimmed
neutral position, using it as a reference. If a new attitude is desired or a larger correction is
required, the cyclic position should be changed by depressing the FTR.

2-2 FUNDAMENTALS OF HELICOPTER CONTROL

DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER TWO

4. Procedures

a. Press and hold the FTR.

 The magnetic clutch is disengaged, allowing the pilot to move the flight controls
without artificial feel or feedback. Avoid over-controlling.

b. Set the cyclic, coordinating pedals and collective and moving controls smoothly to set
the new desired rotor attitude.

c. Stabilize, and once set, momentarily pause movement of all controls and scan to
ensure the rotor disk is established at the desired attitude.

d. Release the force trim and all pressure from the cyclic and scan to observe aircraft
response.

e. Make small corrections around the new trim point using fingertip pressures, or repeat
step 1 as necessary.

 When initially learning to trim, after you have released, study the aircraft’s
performance. Even if the output is not what was intended, observing the results
for a moment (as long as it is not unsafe) allows for rapid learning.

5. Common Errors and Safety Notes

The following trim techniques should be avoided:

a. Not depressing the FTR before moderate cyclic movements

i. Moving excessively against the force gradient makes for a tense forearm and
slower reaction time. It also results in immediate deviations when the pilot
becomes task saturated or distracted.

ii. Moving the cyclic and then depressing the button causes a kick as the pressure is
released.

b. Holding down the trim button continuously

i. This is the equivalent of turning off the trim.

ii. This produces over-controlling, pilot-induced oscillations, and immediate

deviations when the pilot becomes task-saturated or distracted.

c. Rapidly depressing the force trim button, even in positions where it is not desired

 This will result in erratic neutral force gradient points and force a battle of wills
with an inanimate object.

FUNDAMENTALS OF HELICOPTER CONTROL 2-3

CHAPTER TWO DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

COLLECTIVE CONTROL

The collective pitch control is a lever located to the pilot’s left and worked by the left hand. It is
so named because it controls the pitch of the main rotor blades collectively. Raising the
collective moves the entire swashplate assembly up, resulting in an increase in pitch on all four
main rotor blades simultaneously.

The primary function of the collective is power control. Though collective blade pitch change is
instantaneous, actually accelerating a helicopter in any direction is not.

In addition to lift, the collective controls engine response. Raising the collective increases power
required to fly. To match power required with the appropriate level of available power, the
collective communicates its position to the engine, and the engine provides power to match.
Therefore, the collective is the primary torque pressure control.

Sudden and gross movements of the collective result in drastic changes in torsional forces, which
should be avoided. Corrections should be smooth pressures. Little movement of collective is
necessary or desirable in normal powered flight. Anchoring your elbow on the side of your seat
will ensure you are flying from your forearm and assist in minimizing large power changes.

 How to Use the Collective Pitch Control

Grasp the collective pitch control at the twist grip with a loose yet positive grip. Every collective
movement should be slow and smooth so the pedals may be coordinated with it. The collective
has a friction adjustment knob at the base to adjust the breakaway friction required to move the
collective. This should be set just firm enough to hold the collective at its desired position but
not so firm as to make it difficult to move the collective.

The helicopter can be held at a constant altitude in flight by adjusting the collective pitch to a
position where the aircraft is neither climbing nor descending. Because this position is
determined by the weight of the aircraft, the outside temperature, and many other factors, it will
vary from day to day and aircraft to aircraft. Raising the collective will cause the aircraft to
climb, and lowering the collective will cause the aircraft to descend.

Collective inputs have secondary effects in all three axes of motion due to changes in torque
effect. An increase in collective causes the nose of the helicopter to yaw right, pitch up, and roll
right. Conversely, a decrease in collective causes the nose of the aircraft to yaw left, pitch down,
and roll left.

WARNING

Do not remove the left hand from the collective in a hover, as it

may result in loss of aircraft control.

2-4 FUNDAMENTALS OF HELICOPTER CONTROL

DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER TWO

ANTI-TORQUE PEDALS

The pedals are located on the floor of the helicopter and are similar in appearance to the rudder
pedals in a conventional aircraft. In a helicopter, however, the anti-torque pedals control the
pitch in the tail rotor blades. With the pedals in neutral, the tail rotor is set to have positive pitch
to offset torque in stabilized forward flight. Torque applied from the engine turns the main rotor
counterclockwise. As a result, an equal and opposite torque force turns the fuselage clockwise
(nose to the right). The tail rotor and associated anti-torque pedals are designed to counter this.
The heading and balanced flight of the helicopter through changes in torque and airspeed are
controlled with the pedals. Pedals are directionally the same as rudders in airplanes, though feel
and response rates differ considerably.

Pedals must be coordinated with collective pitch application. Any change of power setting
results in a change in the torque force applied to the fuselage. Any change in torque force on the
fuselage results in yaw. To prevent unwanted yaw, a matching anti-torque pedal setting must be
applied with each collective movement.

Left pedal increases torque. An increase in left pedal pressure results in an increased power
requirement (greater lift and drag on the tail rotor), and decreased power requirements result
from right pedal application. In the TH-73A, the Fuel Control Unit (FCU) will compensate for
the power requirement and maintain constant Revolutions per Minute (RPM). This will be
represented in the cockpit by an increase in torque with left pedal input.

There is no adverse yaw in a turn in forward flight; therefore, little pedal is required to make
coordinated turns. Excessive use of pedals in turns will cause a noticeable skid. Pedal position
required also varies with airspeed as the tail rotor and vertical stabilizer gains efficiency through
translational lift.

Good heading control is essential in all flight regimes. In forward flight, proper use of the pedals
trims the TH-73A for balanced flight. If the helicopter is flying in a skid or slip at an airspeed
sufficient to create noticeable drag, the upwind side of the aircraft will be low, and slow
continuous roll oscillations will be noticed. A little pressure on the upwind pedal (low side) will
streamline the aircraft for a more efficient and comfortable ride. In terminating any touchdown
with forward motion, the pedals are used to parallel the aircraft with the direction of travel so
that any ground run will be accomplished with the skids aligned.

In an autorotation, the trim of the aircraft is important because skidding or slipping makes
airspeed control difficult and increases Rate of Descent (ROD). Streamlining with pedals offers
a considerably longer glide at a slower sink rate. As engine torque is removed from the rotor in
autorotation, the tail rotor’s pitch must be decreased by applying right pedal. The aircraft’s
proper trim is accomplished by feel initially, and then verifying the pedal setting by consistently
scanning the ball. Bank turns the helicopter; the pedals are used to trim the aircraft for balanced
flight.

FUNDAMENTALS OF HELICOPTER CONTROL 2-5

CHAPTER TWO DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

 How to Use the Anti-Torque Pedals

To use the pedals, apply pressure smoothly and evenly by pressing with the ball of one foot.
When one pedal is pushed forward, the other will come back an equal distance. Let your heels
rest on the floor of the helicopter and allow them to slide along the floor if it is necessary to
make large pedal movements. The cyclic FTR button will need to be pressed and released to set
the new pedal position.

When up collective is applied, you must use the left pedal to keep the helicopter from turning to
the right. When collective is reduced, you must use the right pedal to compensate for the loss of
torque. This is how the pedals counteract the effects of torque.

TWIST GRIP (THROTTLE)

The twist grip is located at the forward end of the collective pitch stick. At the base of the twist
grip is an idle detent sleeve. Rolling the grip away from the pilot opens the throttle, and rolling
the grip toward the pilot closes the throttle. The idle stop will prevent the pilot from closing the
twist grip all the way to the OFF position, thus inducing engine flameout. This feature allows
power off practice autorotations without the fear of shutting off the engine inadvertently.

In normal powered flight operations, the engine is governed to maintain a near constant RPM
(Power Turbine Speed [N2] and NR) with blade angle changes. Near constant does not mean
instantaneous! The pilot may experience lag, droop, or decay.

Lag is the characteristic of the turbine engine occurring briefly when a rapid collective change is
made. It is the momentary loss or gain of NR (depending on the direction of collective
movement) that occurs until the governor responds and readjusts the fuel flow to stabilize the NR
back to its original setting. Lag is a transient NR change only.

Droop describes a change in power turbine speed and rotor speed that occurs with a demand for
increased power at a constant speed setting. Droop can be transient or steady state. Steady state
droop can occur from an increase in power demand when the engine is already operating at
maximum N2 speed.

Decay occurs when the engine can no longer deliver enough power to compensate for a large
collective increase. The pilot is literally dragging down NR and could lose lift very rapidly due
to NR decay or loss. Small changes in NR can often times be detected audibly, but pilots must
know to still visually monitor their engine instruments. Should a decay condition occur in the
TH-73A, it is imperative to lower the collective to maintain NR.

2-6 FUNDAMENTALS OF HELICOPTER CONTROL

 BASIC MANEUVERS

INTRODUCTION

This chapter introduces the basic maneuvers learned during day familiarization events. The
attitude-flying concept, which was introduced and expanded upon during primary flight training,
promotes sound learning habits. Attitude flying is using the flight attitude of the aircraft relative
to the horizon and relating the control inputs necessary to achieve changes in the aircraft’s
attitude. It prepares the Student Naval Aviators (SNA) for instrument flight training and
provides for an easy transition into larger, more complex aircraft in an operational aviation unit.

The helicopter in forward flight derives its lift from the engine-driven rotor system and its
control from the proper coordination of cyclic, collective, and pedals. There are no maneuvers in
this manual that require abrupt or large movements of the controls. Small, relaxed inputs should
be used to avoid over controlling. The proper technique to employ is to make small, patient,
slow, and smooth corrections to maintain the desired flight attitude.

ATTITUDE FLYING

To recap, aircraft attitude is the position of the aircraft in relation to the horizon. Attitude is
controlled about three axes: longitudinal (roll), lateral (pitch), and vertical (yaw) (Figure 3-1).
Most often, attitude change will include movement about all three axes simultaneously.

Figure 3-1 Axes About Which Aircraft Attitude Is Controlled

BASIC MANEUVERS 3-1

CHAPTER THREE DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

The attitude of the aircraft in relation to the horizon and the power applied are the only two
elements of control in all aircraft. Proper use of these two elements of control will produce any
desired maneuver within the capability of the aircraft. Therefore, maneuvers are based upon
power + attitude = performance.

The outcome of power and attitude inputs is significantly affected by timing and rate of change.
With experience and a running awareness of what the aircraft is doing, the aviator can project
what the aircraft is going to do based on the power setting and attitude maintained.

ATTITUDE CONTROL AND AIRSPEED

Pitch attitude controls airspeed. To change or maintain airspeed, an aviator sets pitch attitudes
for acceleration, deceleration, hover, and sustained cruise airspeeds. Your flight Instructor will
demonstrate the sight picture for each.

For a given power setting, there is a pitch attitude that will maintain altitude and airspeed. If
power is constant, an increase in airspeed (pitching attitude forward) will produce a descent.
Reducing airspeed (pitching aft) with constant power will produce a climb.

Increasing power and maintaining a constant pitch attitude produces a fixed airspeed climb.
Reducing power with constant pitch attitude produces a fixed airspeed descent.

ATTITUDE CONTROL AND COORDINATED TURNS

To hold a desired heading, the rotor disk is kept laterally level in relation to the horizon.
Coordinated turns are accomplished by rolling the aircraft about the longitudinal axis. This tilts
part of the vertical lift vector toward the horizontal (Figure 3-2). Rate of turn is controlled by the
degree the rotor disk is tilted. Smoothly banking the aircraft to the appropriate degree of lateral
tilt is the best way to generate a desired rate of turn.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER THREE

Figure 3-2 Loss of Vertical Lift During Turns

Stopping a turn takes time and therefore requires anticipation. It is accomplished by beginning a
smooth roll of the aircraft to level prior to the desired heading.

Centrifugal force is a heuristic for Newton’s first law that objects will remain in uniform motion
in a straight line unless compelled to change by an outside force. A turn produces centrifugal
force that moves the aircraft toward the outside of the turn. The resultant load factor is outward
and downward.

In a turn with no power change, weight is greater than vertical lift. This causes a descent.
Adding power to increase total lift increases vertical lift to match weight. Total lift now counters
total load factor, so the aircraft will turn without losing altitude.

Load factor is the total load imposed on an aircraft divided by the weight of the aircraft and is
expressed in G units. Airspeed in a turn does not affect load factor but does widen the radius of
the turn. For a given bank angle, the rate of turn decreases with an increase in airspeed resulting
in no change of centrifugal force.

Load factor during a turn increases exponentially with AOB (Figure 3-3). For a 60-degree bank,
the load factor for any aircraft is 2 Gs regardless of airspeed. This means a 6,400-lb aircraft in a
60-degree bank will exert 12,800 lbs of force on the airframe. Bank angles up to 30-degrees
produce only moderate increases in load factor, which are acceptable under most flight
conditions. High AOBs may produce unacceptable disk loading depending upon the aircraft’s
gross weight and flight conditions.

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CHAPTER THREE DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

Figure 3-3 Load Factors in Various AOB During Level Turns

POWER CONTROL AND RESULTING ALTITUDE, CLIMB, OR DESCENT

When making changes to the aircraft condition, consider using the Power, Attitude, and
Trim memory aid. This means leading with power from movement of the collective for
desired changes, followed by cyclic input to adjust aircraft attitude, and then setting the
trim with the FTR cyclic button (Figure 3-4).

Altitude is a result of power. For a given attitude and airspeed, there is a power setting that will
maintain altitude. If a climb is desired with a constant attitude and airspeed, power must be
increased above that required to maintain altitude. If a descent is desired with constant attitude
and airspeed, power must be reduced below the power required for maintaining altitude.

Power settings for hover, climb, cruise, and descent provide a ballpark collective setting. The
pilot must adjust power from these starting points to compensate for variation in atmospheric
conditions and aircraft gross weight.

A constant altitude is maintained by stabilizing power and attitude with level Vertical Speed
Indicator (VSI). Once the power is set and constant airspeed and altitude are established, any
deviation from altitude will cause an airspeed change in the opposite direction. When the
altitude is re-stabilized, the airspeed will return to its previous state (provided the power
remained the same). If airspeed is high and altitude low, correct with attitude (aft cyclic).
Similarly, if airspeed is slow and altitude high, correct with attitude (forward cyclic).

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER THREE

Name Function Primary Secondary In Forward In Hover

Effect Effect Flight Flight
Cyclic Directly Creates Left Induces Rolling Turns the Moves
(Lateral) Varies Main or Right or Tilting Helicopter or Helicopter
Rotor Blade Directional Moment Holds Ground Sideways
Pitch (Left Thrust and Track
Versus Tilted Rotor
Right) System
Cyclic Directly Creates Induces Nose- Controls Moves
(Longitudinal) Varies Main Forward or Down or Nose- Altitude or Helicopter
Rotor Pitch Aft Up Pitching Airspeed Forward or
Forward Directional Action Often Backward
Versus Aft Thrust and Neutralized in
Tilted Rotor Stable Forward
System Flight by
Horizontal
Stabilizer Down
Force
Collective Directly Increase or Increases or Adjusts or Adjusts or
Controls Decrease Decreases Total Maintains Maintains
Main Rotor Total Main Thrust for Altitude and/or Hover
Pitch Angle Rotor Thrust Altitude and/or Airspeed Altitude
and Angle of Airspeed, Settings
Incidence Power, and
Anti-Torque
Requirements
Anti-Torque Directly Varies Anti- Controls Yaw Maintains Trim Maintains
Pedals Controls Torque Thrust for Coordinated Heading
Anti-Torque Flight
Thrust
Throttle Maintains Affects Determines Sets Cruise RPM Sets Hover
Controls or Rotor RPM Power-Plant Performance RPM
Power Levers Output Range Power Limits of
Helicopter

Figure 3-4 Power Control and Resulting Altitude, Climb, or Descent Chart

TURBULENCE AND WINDS

Because of the light weight of a training helicopter, it is rather susceptible to turbulence.

Vertical oscillations caused by turbulence can range from a slight rocking of the aircraft to a
jolting severe enough to damage the helicopter.

Turbulence may cause slight attitude and altitude changes of the helicopter as it moves through
the air. Make smooth control movements to maintain altitude and airspeed, but do not try to
fight turbulence, as it leads to over controlling.

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CROSSWIND CORRECTIONS

1. Crab Correction

A crab correction is used to counteract the effect of a crosswind at altitude. Because of the
comparatively low velocities of helicopters, large crab (offsets in excess of 20 degrees are
common) corrections are often necessary to compensate for crosswinds. Use anti-torque pedals
to keep the ball centered, and then roll to an offset heading that produces a ground track towards
the desired checkpoint. With a crosswind, the nose should not be pointing in the direction you
intend to fly.

2. Wing Down, Top Rudder Crosswind Correction

On final approach, the skids must be aligned with the direction of travel to allow a safe
touchdown. When rolling out on final, point the nose toward the intended point of landing,
lower the wing (rotor disk) into the crosswind, and use the opposite (top) rudder (pedal) to align
the nose with the course line. The ball will not be centered at this point. This is common on
final approach in a helicopter, especially at slow speeds on the backside of the power curve.

SCAN

Control changes required to produce a given attitude by reference to the horizon in VFR flight
are identical to those used in instrument flight, and the pilot’s thought processes are the same.

All maneuvers involve some degree of motion about the lateral (pitch), longitudinal (bank and
roll), and vertical (yaw) axes. Attitude control is stressed in terms of pitch, bank, power, and
trim control. Instruments are grouped as they relate to control function and aircraft performance
as follows:

Power Instruments

 Torque gauge

 Airspeed Indicator (ASI)

Pitch Instruments

 Attitude indicator

 Altimeter

 ASI

 VSI

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Bank Instruments

 Attitude indicator

 Radio Magnetic Indicator (RMI)

 Turn rate indicator and ball

During VFR flight, the majority of the pilot’s attention is directed outside the cockpit, scanning
for attitude in relation to the horizon in addition to traffic lookout and avoidance. Outside
reference as well as instruments is used to continuously monitor the helicopter’s performance.

Consider the following example: While flying downwind in the pattern, the horizon is
maintained at a given level across the windscreen with constant power, airspeed, altitude, and a
zero Rate of Climb (ROC) or ROD on the VSI. Due to a slight increase in tension in the pilot’s
arm, the cyclic control is inadvertently pulled aft. The pitch attitude starts to deviate high, and
the windscreen fills with sky, the altimeter shows an increase in altitude, airspeed bleeds off, and
the VSI shows a positive ROC. With the integrated scan, the pilot recognizes these changes and
eases the cyclic forward to return the nose attitude to its proper relationship to the horizon and all
instrument indications back to desired parameters.

BODY POSITIONING

Flying a helicopter requires smooth, small, and precise controls and use of both arms and legs. It
is easy to become fatigued without proper positioning of the body. Instructors can help ensure
you are properly positioned, but there are a few things to consider.

Feet should be against the pedals at all times when flying. Ensure heels are placed on the deck
and the top of the feet resting on the pedals. If unable to reach the pedals or the pedals are too
close, adjust the pedals with the adjustment knob, and foot position adjustment. Use positive
pressure against each pedal to be able to feel feedback and have immediate pressure when
needed to maintain heading or adjust yaw to maintain balanced flight.

The left arm should be anchored to the body or aircraft to ensure a consistent feel for its position.
Resist the urge to use the shoulder alone as your reference, as this does not allow you to
recognize changes in collective and can cause strain over the flight. Instead, make inputs using
your forearm from your elbow. When gripping the twist grip and/or collective, keep a positive
but light grip, and resist the urge to tightly squeeze the controls.

The right arm should be anchored on the right leg. This isolates the wrist and makes it the only
portion of the arm that moves with cyclic control. Small corrections should be made using
fingertip pressures only. Ensuring a repeatable neutral cyclic position helps to maintain a stable
hover. If unable to rest the arm on the right leg, consider using a sponge or approach plate under
a kneeboard to raise the kneeboard and allow a base to stay anchored.

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When strapping into the aircraft, proper use of the harness is important for crash survivability,
comfort, long-term back health, and the ability to maneuver the body while flying. While flying,
it is often necessary to shift the body in the seat to gain a better perspective. It is important that
the pilot be correctly fastened into the harness to allow movement and maintain safety. When
moving the head or body, it is important to use trim so that involuntary movement of the controls
do not cause drift in the direction moved.

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 FLIGHT TRAINING MANEUVERS

INTRODUCTION

This chapter focuses on the basic maneuvers of powered flight. These maneuvers form the
foundation of the skills required of a helicopter pilot. Follow-on stages of the syllabus will build
on these skills and require greater precision. It is imperative you develop a keen knowledge of
the procedures and an almost effortless ability to execute the maneuvers contained in this
chapter.

The first maneuvers discussed will become second nature as a helicopter pilot. After your first
block of flights, these maneuvers will be observed and graded as low work. You will be
expected to safely maneuver the helicopter in close proximity to the ground. Remain ever
vigilant when you are at the controls at or near the ground.

ABBREVIATED TAKEOFF CHECKLIST

Prior to each takeoff before a maneuver, the crew shall execute the abbreviated takeoff checklist.
Recite the following bolded items while checking associate items:

 “Twist grip flight” – Ensure twist grip is in flight position.

 “NR 102 percent” – Check NR and N2 are at 102 percent.

 “CAS checked” – Check for caution lights, and if any Crew Alerting System (CAS)
cautions are present, announce condition.

 “Fuel _____ pounds” – Check fuel load.

 “Clear left, right, and above” – Clear the aircraft before lifting.

Before conducting any maneuver, ready the aircraft to maneuver by ensuring controls are
trimmed in a neutral position and that any local directives are completed before continuing with
the maneuver or flight.

HOVER

Maneuver Description. Hovering is a maneuver in which the helicopter is maintained in nearly

motionless flight over a reference point with constant heading and altitude (Figure 4-1 and
Figure 4-2).

Application. Hovering is the unique flight characteristic giving the helicopter its versatility and
capability, and the maneuver is used to perform the majority of helicopter missions. Hovering is
used to maneuver on air capable ships during Search and Rescue (SAR), anti-submarine warfare,
Vertical Replenishment (VERTREP), and some ordnance delivery profiles.

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Figure 4-1 Hovering Instrument Cluster

Figure 4-2 Hovering Maneuver

1. Procedures

a. Scan out towards the horizon and down to the side to determine reference point.

b. Use pedals to maintain heading and cyclic to maintain position over reference point.

c. Use collective to maintain hover altitude of five feet.

2. Amplification and Technique

a. When scanning down, use a defining feature, such as portion of a runway marking,
the edge of a landing spot, or even a discolored portion of grass, to maintain position
over a known point and correct for drift.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FOUR

b. All control corrections should be small pressure changes rather than abrupt
movements. The most common error is over controlling. Abrupt and erratic cyclic
movements will make a stable hover impossible.

c. Large cyclic movements to correct drift can cause pilot-induced oscillations. If

inducing oscillations, relax cyclic control, ensure proper posture with the controls,
and focus on out scan to maintain a stable attitude.

d. A relatively constant collective (power) setting will enable smoother yaw and cyclic
corrections.

e. A hover altitude of five feet (skid height above the ground) is utilized to provide
ground clearance and ample tail rotor clearance for maneuvering at hovering and
taxiing altitude.

f. Make timely, small control inputs before the helicopter starts to move from the point.

3. Common Errors and Safety Notes

a. Over controlling (i.e., larger inputs than necessary)

b. Allowing excessive nose high attitudes at low altitude, especially with back drift, may
cause the tail rotor to impact the ground

c. Fixating through the chin bubble or staring straight ahead rather than scanning out
and down

d. Fixating the scan in one place resulting in failure to maintain any of the below:

i. Altitude

ii. Position over a reference point

iii. Heading

e. Being too tense on controls (relax and ensure you are maintaining proper control
posture)

f. Undesirable lateral or aft drift

g. Accepting forward drift when unable to maintain position

VERTICAL TAKEOFF

Maneuver Description. A vertical takeoff enables the pilot to transition from the ground to a
five-foot Hover In Ground Effect (HIGE) (Figure 4-3).

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Application. The vertical takeoff is the most common type of takeoff and should be used
whenever possible. A vertical takeoff can be accomplished whenever the helicopter is capable of
hovering with the skids five to ten feet above the ground. The helicopter is lifted from the
ground, without drift, to a height of approximately five feet from the skids to the ground.

Figure 4-3 Vertical Takeoff

1. Procedures

a. Raise the collective to leave the ground and continue to a hover altitude.

 Anticipate right yaw due to increased torque effect; expect to add left pedal to
maintain heading.

(a). Aircraft will lift right skid and toes first; use cyclic to maintain hover
attitude.

(b). Adjust cyclic to maintain hover attitude; hover attitude requires slight back
and left cyclic input.

(c). Maintain heading and position over the ground with a down and out scan.

(d). A small collective reduction will be needed just prior to hover altitude to
slow ROC.

(e). Scanning down or straight ahead degrades fine control of attitude; peripheral
vision offers depth perception and detects small movements of the aircraft.

(f). Approaching five feet, begin to level off by making a slight reduction of
collective to arrive at three feet.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FOUR

b. Reaching five feet, stabilize and trim out control pressures.

 Use the hover scan to obtain the hover attitude and maintain it.

(a). Trim the aircraft. In a stable hover, the aircraft will be in an

approximately five-degree nose high and a three-degree left skid low
hover into the wind.

(b). Make small, precise applications of pressures and movements as

necessary. Position over the ground is accomplished by making fine
attitude changes, not by gross movements.

2. Amplification and Technique

a. Consideration may be given to pressing and holding the FTR button from collective
increase until established in a stable hover.

b. Another technique is to use the FTR through the maneuver, re-trimming after the
aircraft begins to become light on the skids.

NOTE

In a transition to flight, lift is roughly equal to weight, and the

helicopter is very susceptible to wind gusts. Small inputs to keep
the aircraft in place may be necessary.

3. Common Errors and Safety Notes

a. Failure to maintain heading, which is usually caused by task-saturation or neglecting

out scan

b. Erratic ascent due to improper collective control applications, which is possibly

caused by:

i. Over controlling

ii. Neglecting down scan

iii. Improper collective friction setting

iv. Not anticipating level off

c. Allowing the helicopter to drift, which is possibly caused by:

i. Over controlling

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

ii. Neglecting portion of scan

iii. Improper use of the FTR button

d. Allowing excessive roll during liftoff

e. Lateral cyclic inputs that do not counter drift leading to dynamic rollover

HOVER TAXI OR AIR TAXI

Maneuver Description. Hover taxi is used to describe helicopter movement conducted above
the surface and In Ground Effect (IGE) at airspeeds less than approximately 20 Knots
Groundspeed (KGS). The actual height may vary, and some helicopters may require hover taxi
above 25 feet Above Ground Level (AGL) to reduce ground effect turbulence or provide
clearance for cargo sling loads.

Air taxi is used to describe helicopter movement conducted above the surface, but normally not
above 100 feet AGL. The aircraft may proceed via either hover taxi or flight at speeds more than
20 Knots Indicated Airspeed (KIAS). The pilot is solely responsible for selecting a safe airspeed
and altitude for the operation being conducted.

Application. Hover taxiing is utilized extensively to maneuver the aircraft from one position to
another.

1. Procedures

a. Displace the cyclic in the desired direction of movement.

i. Apply cyclic pressure in the direction of travel to begin a slow rate of

movement over the ground in the desired direction of movement.

ii. Prior to reaching desired speed, reduce cyclic displacement to ease out the
acceleration.

iii. When slowing down, avoid excessive nose up attitudes to maintain tail stinger
clearance from the ground.

b. Utilize pedals to maintain heading, cyclic to maintain the desired rate of movement,
and collective to maintain altitude.

2. Amplification and Technique

a. In a crosswind, apply lateral cyclic into the wind to maintain ground track.

b. A combination of collective pitch and cyclic governs starting, stopping, and rate of
speed while taxiing.

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c. Standard taxi signals are depicted in Figure 4-4.

d. Taxi signals are advisory only, except for HOLD, which is mandatory. The pilot is
responsible for the safe operation of the helicopter.

Figure 4-4 Hand Signals

3. Common Errors and Safety Notes

 If the wind across the deck exceeds 25 Knots (kts), turns more than 90 degrees from
the wind line should be avoided if possible. Maximum sideward and rearward
airspeed is 35 kts. However, the ASI is inaccurate in sideward and rearward flight
and airspeed, therefore, must be estimated based on the combined effect of
groundspeed and winds.

HOVERING TURNS

Maneuver Description. Hovering turns are a maneuver in which the helicopter is rotated about
its vertical axis while maintaining a position over a reference point (Figure 4-5).

Application. Hovering turns (also called clearing turns) enable the pilot to clear the area prior to
each takeoff, change the direction of taxi, and improve their control coordination.

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

Figure 4-5 Hovering Turn Maneuver

1. Procedures

a. Begin turn by displacing the appropriate pedal.

b. As the helicopter turns, adjust the cyclic to remain over the reference point and pedals
to control the rate of turn.

i. Displace the cyclic into the wind. The turn is accomplished with pedals;
however, the cyclic needs to be coordinated.

ii. Coordinate pedals and the cyclic to turn around the mast and keep the tail rotor
equidistant from the reference point.

c. Apply collective as necessary to maintain hover altitude.

2. Amplification and Technique

a. Wind, gusts, and turbulence require consideration. With wind 15 kts off the nose, in
order to remain over a selected spot, you must tilt the rotor disk into the wind enough
to counter the wind; the aircraft is flying forward at 15 KIAS through the air mass but
stationary over the ground. Setting the tail into the wind, the aircraft must fly
backwards at 15 KIAS through the air mass to remain at 0 Knots Groundspeed (KGS)
over your selected spot (Figure 4-6).

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FOUR

Figure 4-6 Effect of Wind on Rate of Turn

b. The cyclic roughly parallels the lift vector of the rotor. Consider the resultant lift of
the main rotor an extension of the cyclic grip. As the aircraft turns, the tilt of the
cyclic must trace a small circle at the same rate the aircraft turns, but in the opposite
direction to counteract the effects of wind.

c. Compared to the tip path plane, the fuselage will not tilt nearly as much. The horizon
may cut through the windshield at roughly the same level all the way around in a
hovering turn on a no-wind day. The fuselage will tip nose down appreciably when
wind comes from the tail.

d. Direction of turn and rate of turn are controlled directly by the pedals. Use positive
pedal pressures on both pedals simultaneously while in the turn, adjusting for winds
and ensuring a consistent turn rate.

e. When turning over a spot, turn around the mast. Turning around the mast of the
aircraft will ensure that the tail remains the same distance from the point where the
turn begins and prevents swinging the tail out while turning.

f. Collective adjustments will be necessary to hold altitude due to varying power

requirements from relative wind direction. Additionally, the helicopter tends to climb
in left turns and descend in right turns.

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

g. Remember to look out toward the horizon to control attitude and rate of turn. Make
small corrections in rotor attitude, as necessary, to hold position over the ground.

h. Do not rush the maneuver; maintain a consistent turn to prevent stalling, stopping, or
whipping around the turn.

NOTE

As the tail of the helicopter passes through the wind line, the rate
of turn will increase, and the nose will tend to tuck. Utilize pedals
and cyclic as necessary to control the rate of turn and prevent drift.

i. When the wind exceeds 15 kts, avoid turning more than 90 degrees from the wind
line if possible.

j. To make a 45-degree clearing turn, stabilize the helicopter completely after finishing
a 45-degree turn on the spot left and right of course line. Clear yourself of other
traffic.

3. Common Errors and Safety Notes

a. Allowing altitude to change

b. Drifting or ratcheting the rate of turn

c. Excessive rate of turn

d. Rotating about the pilot’s seat instead of rotating about the aircraft’s vertical axis

SQUARE PATTERNS

Maneuver Description. Square patterns are precision maneuvers performed at hover altitude
using references outside the cockpit.

Application. These maneuvers improve flight control coordination and the pilot’s ability to
perform low work operations. These will build scan, basic inputs, and an understanding of wind
effects in a hover.

 Procedures

 All square patterns are performed at hover altitude. The starting position is with the
cockpit at the middle of the downwind side, with the heading of the helicopter
perpendicular to the side of the square.

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CONSTANT-HEADING SQUARE

 Procedures

a. From the starting position, slide laterally in either direction along the side of the
square (Figure 4-7).

i. Maintain the starting position heading throughout the maneuver with pedals.

ii. Clear the aircraft then displace the cyclic in the desired direction to accelerate to
a slow, controlled slide.

iii. Prior to reaching desired speed, remove some cyclic displacement to ease out
the acceleration.

Figure 4-7 Constant-Heading Square

b. Approaching the corner, adjust controls to arrive at a stop. Stabilize the hover over
the corner.

i. Stop at the corner so that the axis of the aircraft is aligned with the next side of
the box.

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

ii. Decelerations are not instantaneous—they must be anticipated. Increase scan

perpendicular to direction of travel prior to the edge of the box to judge
deceleration.

c. Continue in the new direction while maintaining heading to the next corner.

i. Clear the aircraft and commence a slow forward taxi by displacing the cyclic in
the new desired direction.

ii. When moving forward or rearward, the line of the square should be under the
aircraft to provide the pilot with a visual reference.

d. Stabilize at each corner and continue to taxi along the perimeter of the square while
maintaining constant start position heading.

 The maneuver is complete when stabilized back at the start position.

PARALLEL-HEADING SQUARE

 Procedures

a. From the starting position, pedal turn 90 degrees to the right to place the square along
the longitudinal axis.

i. Clear the aircraft before the pedal turn.

ii. Depending on wind strength, a new neutral trim position may be required.

b. Begin a forward hover taxi.

i. Displace the cyclic in the desired direction to accelerate to a slow, controlled

taxi.

ii. Prior to reaching desired speed, remove some cyclic displacement to ease out
the acceleration.

c. Approaching the corner, adjust controls to stop and stabilize in a hover.

 Stop to arrive with the downwind side of the square passing through the pilot’s
shoulders.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FOUR

Figure 4-8 Parallel-Heading Square

d. Execute a 90-degree left turn to place the new side beneath the helicopter. Stabilize
the hover and continue the air taxi (Figure 4-8).

i. Pedal turn to align the side of the square under the centerline of the helicopter.

ii. Repeat this procedure all the way around the square.

e. Continue to taxi along the square, stabilizing, and pedal turning at each corner until
returning to the starting position.

f. At the middle of the downwind side, pedal turn 90 degrees left towards the center of
the square.

 The maneuver is complete when stabilized back at the start position and
heading.

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

PERPENDICULAR-HEADING SQUARE

1. Procedures

a. From the starting position, slide laterally in either direction along the side of the
square.

i. Maintain the heading perpendicular to the square with pedals throughout the
maneuver.

ii. Maintain the line in a consistent position between your seat and your heels.

iii. Clear the aircraft and displace the cyclic in the desired direction to accelerate to
a slow, controlled slide.

iv. Prior to reaching desired speed, remove some cyclic displacement to ease out
the acceleration.

Figure 4-9 Perpendicular-Heading Square

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FOUR

b. Approaching the corner, continue to slide and turn to a heading perpendicular to the
next side of the square. Do not stop lateral motion.

 Coordinate pedals and cyclic to commence a turn about the nose. Do not stop
the lateral motion.

c. Continue to slide around each corner until coming to a stop at the starting position
(Figure 4-9).

 The maneuver is complete when in a stable hover over starting position.

2. Amplification and Technique

a. As the tail of the helicopter passes through the wind line, the nose will tend to tuck,
and the rate of turn will build without proper control response.

b. Square patterns are precision maneuvers. Make small, smooth, and deliberate
corrections.

c. Scan by cycling through focus points of out and down faster than is natural. Use
peripheral vision to maintain position on the square.

d. Parallel- and perpendicular-heading squares shall not be performed in winds

exceeding 25 kts.

3. Common Errors and Safety Notes

a. Taxiing too fast and rushing maneuver

b. Failure to maintain a constant position relative to the square

c. Failure to maintain altitude

 Be aware of the common tendency to get low at the corners during the turn.

d. Failure to maintain position over corners during turns to parallel the next side during
parallel-heading squares

e. Failure to maintain hover scan (i.e., fixating too close or on the box)

TRANSITION TO FORWARD FLIGHT

Maneuver Description. The transition to forward flight enables the pilot to gain airspeed and
altitude from a hover (Figure 4-10).

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

Application. This maneuver enables the pilot to perform a safe transition from a hover to
forward flight while staying out of the avoid region of the Height-Velocity (H-V) diagram.

1. Procedures

a. From a hover or hover taxi, apply cyclic forward five degrees below horizon to begin
forward motion.

i. At an Outlying Field (OLF), make a clearing turn before forward flight.

ii. Select two or more points along the intended takeoff path to maintain the
desired ground track.

iii. Apply forward pressure on the cyclic.

iv. Too much cyclic will result in a nose-low attitude and a descent.

b. Increase collective to prevent settling; accelerate to 30 KIAS below 10 feet.

 As the aircraft settles, add power to maintain altitude.

c. Passing through 30 KIAS, set nose to 0 degrees and begin climb.

i. Adding approximately 15 percent torque above hover torque at this point will
prevent loss of altitude.

ii. Passing through translational lift will occur between 10 and 15 KIAS and will
generate a moderate vibration or shudder.

iii. As the aircraft clears its downwash, blowback will cause the nose to pitch up.
Use the cyclic FTR and increase forward cyclic to maintain nose attitude.

iv. Maintain heading in line with the direction of travel, utilize wing down, top
rudder crosswind correction if required.

d. Adjust nose to maintain a 70-KIAS climb attitude in balanced flight.

i. Adjust pedals to maintain balanced flight.

ii. Fifty feet below level off altitude, readjust collective and attitude to level off at
the required altitude and airspeed.

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Figure 4-10 Transition to Forward Flight Maneuver

2. Amplification and Technique

a. To accomplish the maneuver, sufficient power to hover must be available and no

obstacles can be in the flight path to restrict a normal climb out.

b. Aircraft will tend to climb into the avoid region of H-V diagram without adequate
nose down.

c. Downwind turns shall normally be executed no earlier than 70 KIAS and 200 feet
AGL.

3. Common Errors and Safety Notes

a. Ensuring there is sufficient distance to accomplish a safe, normal takeoff

b. Rushing the initial takeoff with improper power or too much forward nose

c. Failing to trim the nose forward to maintain attitude when encountering blowback

d. Unnecessary increase of collective to start takeoff

e. Poor heading control

f. Excessive nose-low attitude on takeoff

g. Forgetting to check the caution panel and gauges prior to transition to forward flight

h. Starting the maneuver by increasing collective vice forward cyclic

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i. Excessive nose low, reducing chances for a successful autorotation should engine
failure occur on takeoff

NORMAL APPROACH

Maneuver Description. The normal approach enables the pilot to transition from cruise flight
to a hover over a specific point (Figure 4-11).

Application. The normal approach is a transition maneuver, which allows the helicopter to
arrive simultaneously at zero groundspeed and hover altitude over a preselected spot with a
maximum margin of safety. It is designed to minimize the amount of time spent in a flight
envelope where the probability of a safe autorotation is questionable (as determined in the H-V
diagram).

Figure 4-11 Normal Approach

1. Procedures

a. Maintain 500 feet AGL and 80 KIAS on downwind.

 Establish the helicopter at the 180-degree position directly abeam the intended
point of landing at 80 KIAS and 500 feet AGL.

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b. Abeam the landing location, begin a descending, decelerating turn towards the 90-
degree position. Use the following verbal procedures:

i. “Power” – Reduce power to begin an approximately 500-Feet per Minute (fpm)

descent.

ii. “Pedal” – Adjust pedal to keep the aircraft in balanced flight.

iii. “Pause” – Pause momentarily to check the aircraft is in a 500-fpm descent.

iv. “Trim” – Use pedals to center the ball and cyclic trim to maintain attitude.

v. “Turn” – Clear the aircraft left and right, and then begin the descending turn.

c. Arrive at the 90-degree position at 300 feet AGL and 70 KIAS, and continue
decelerating descending turn to the course line.

i. Adjust the AOB as necessary.

ii. At the 90-degree position, the glideslope and rate of closure visual cues should
be acquired.

d. Intercept at 150 feet AGL and 60 KIAS with sufficient straightaway to join the
glideslope between 10 and 20 degrees.

 Intercepting glideslope at 150–200 feet AGL and 1,000–1,500 feet of

straightaway should provide a 10–20-degree glideslope.

e. Approaching glideslope, set a landing attitude and aim to arrive over the intended
point of landing (Figure 4-12).

i. Anticipate the glideslope. An excessively slow collective reduction will result

in the helicopter getting steep on the glideslope.

ii. The amount of deceleration required to establish glideslope would vary with
wind, Density Altitude (DA), and gross weight of the aircraft.

iii. Upon intercepting the course line, establish a wing down, top rudder crosswind
correction as required.

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

Figure 4-12 Final Approach Glideslope

2. Amplification and Technique

a. Upon slowing into a hover, be mindful of pendulum effect and use forward cyclic to
continue to the intended landing spot.

b. Visualize the proper sight picture by comparing outside reference points to fixed
points on the windscreen and/or the instrument panel. Consider a gate at the moment
you join the glideslope; attempt to have a repeatable entry to that gate on each
approach. Note the relative position of the horizon to the instrument panel.

c. On final, coordinate the cyclic and collective to adjust groundspeed and glideslope.
Collective is generally used for adjusting glideslope; cyclic is generally used to adjust
groundspeed. The aircraft is flying up the back side of the power curve, so generally,
collective will need to be increased and cyclic forward to maintain a consistent
glideslope to slow from 60 KIAS for landing.

d. Once on final, use a hover scan to pick up closure rates and glideslope to the intended
point of landing.

e. Expect noticeably increased vibrations when slowing through translational lift. This
increase in vibration is a signal to the pilot that power requirements are increasing at a
greater rate. You will need to increase collective and push the cyclic forward at a
slightly faster rate to maintain glideslope and closure to the intended point of landing.

3. Common Errors and Safety Notes

a. Do not over control the cyclic.

b. Do not neglect the anti-torque pedals.

c. Make sure to update trim throughout the approach, as the attitude of the aircraft is
constantly changing.

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d. Maintain only a forward scan when on final.

e. Maintain a constant track from the interception of the course line through termination
of the approach, and do not angle to the spot or drift off centerline.

f. Avoid the common error of withholding collective application until the helicopter is
close to the intended point of landing. When power is applied abruptly, torque
increases rapidly and yaw control is more difficult.

g. Do not allow the helicopter to become excessively nose high above ten-degree nose
up at low altitude, as the tail skid may strike the ground.

h. Should any portion of the approach become uncomfortable, initiate a wave-off.

VERTICAL LANDING

Maneuver Description. A vertical landing enables the pilot to land from a hover.

Application. Land the helicopter by maintaining the hover attitude and smoothly lowering the
collective until the skids contact the ground and the weight is smoothly transferred from the rotor
to the skids. A vertical landing allows the helicopter to operate in areas not available to fixed-
wing aircraft.

1. Procedures

a. Over the intended point of landing, lower the collective to begin descent.

 Begin stabilized in a five-foot hover and heading into the wind.

b. Use pedals to maintain heading and cyclic to eliminate drift.

 Correct to the proper level attitude of the rotor head to prevent drift.

c. As the aircraft touches down, lower the collective to the full down position.

i. Adjust cyclic as necessary to prevent any tendency to drift as the skid gear
conforms to the ground plane.

ii. Because of the forward tilt of the transmission, the aircraft may land on the aft
portion of the skids first and rotate down to the ground.

iii. Apply anti-torque pedal as necessary to maintain heading.

iv. Do not attempt to lower the collective rapidly after the skids are on the ground.
The landing is not complete until the collective is fully down.

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

NOTE

In a no-wind condition, it will be necessary to displace the cyclic

to the left to overcome the anti-torque thrust from the tail rotor and
prevent the aircraft from drifting right. Because of this, the
helicopter will take off right skid first and land left skid first.

2. Amplification and Technique

a. The pilot should stay as relaxed as possible. Make smooth and timely corrections.

b. Constantly cross check all visual reference points. Hover the helicopter by
maintaining a constant attitude. Fly by pressures on the controls and not a movement
of the controls (i.e., fly using your fingertips instead of your wrist). A series of small
corrections are better than one large correction.

3. Common Errors and Safety Notes

a. Do not over control the collective pitch control. Do not immediately pull up on the
collective after lowering.

b. Do not improperly use anti-torque pedals, allowing the nose of the aircraft to yaw.

c. Do not improperly use cyclic control, allowing aircraft to slide over the ground after
contact.

d. Avoid landing the helicopter with any drift.

i. Lateral drift on touchdown can lead to dynamic rollover.

ii. Rearward drift can result in tail rotor strike.

iii. Forward drift is not desired.

e. Make sure to maintain the hover scan (i.e., allowing scan to come in too close to the
aircraft and staring through the chin bubble).

f. Do not feel for the ground with collective. Remember, every landing should be a
surprise.

g. Avoid anticipating the ground contact and lowering collective too quickly, resulting
in a firm landing. Remember, if you have done it right, you will barely feel it.

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NO HOVER TAKEOFF

Maneuver Description. The no hover takeoff enables the pilot to safely transition from the
ground to forward flight while avoiding the dangers of a degraded visual environment (Figure
4-13).

Application. The no hover takeoff is an alternative to the vertical takeoff and normal transition
to forward flight. It is employed during degraded visual environments, such as blowing snow,
soil, and/or sand, or other particulate matter stirred up by the rotor wash generated by hover
flight.

1. Procedures

a. In a hover, check torque and then land.

 Select reference point(s) along the intended takeoff path to maintain the desired
ground track.

b. Raise collective to lift (not to exceed hover torque plus 15 percent).

i. Do not hesitate or stop once the collective pull has started until helicopter leaves
the ground.

ii. Intentional use of the transient range (torque above 108.5 percent) is prohibited.

c. As the helicopter leaves the ground, apply forward cyclic to begin forward motion.

i. The rate of forward cyclic application must be slow to prevent an excessive

nose-low attitude and aircraft settling when in close proximity to the ground.

ii. Excessive nose below the horizon will cause descent. Aim for no more than ten
degrees below horizon.

iii. Ensure positive ROC when close to the ground.

iv. Maintain heading with pedals and anticipate left pedal as power is increased.

d. Maintain ground track while gaining altitude. At 60 KIAS (maneuver complete),

adjust nose to maintain a 70 KIAS climb attitude in balanced flight.

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Figure 4-13 No Hover Takeoff

2. Amplification and Technique

a. Check for any nearby obstructions prior to starting the maneuver.

b. For training purposes, this maneuver is not intended to be used in a degraded visual
environment in the TH-73A.

3. Common Errors and Safety Notes

a. Failure to maintain a positive and constant collective pull until helicopter has left
ground

b. Failure to maintain heading with pedals

c. Applying too much forward cyclic and allowing the aircraft to settle

d. Applying too little forward cyclic and prolonging time in the avoid region of the H-V
diagram

MAXIMUM LOAD TAKEOFF (SIMULATED)

Maneuver Description. The maximum load takeoff optimizes ground effect and translational
lift to become airborne when high gross weight or high-DA conditions make a vertical takeoff
impossible due to insufficient power to transition to forward flight from a hover. Torque
required to maintain a five-foot hover will be used to simulate these conditions and will be the
maximum power available for this maneuver (Figure 4-14).

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Application. This low-hover profile is designed to minimize power required to attain forward
flight. The concepts engrained in this maneuver will enable takeoffs with the largest armament,
supply, or survivor load throughout your career. This maneuver is accomplished by flying the
aircraft just clear of the surface IGE in order to accelerate to transitional lift. For aircraft with
wheels, this is done with a running takeoff down a runway or a smooth and flat surface.

1. Procedures

a. In a hover, check hover torque, then land.

 This torque setting simulates the maximum power available for the maneuver.

b. Raise the collective until the aircraft is off the ground, not exceeding hover torque.

 Power required should not yet be equal to maximum simulated power available
(torque).

c. Apply forward cyclic to begin forward motion, remaining IGE.

i. Be patient as aircraft moves through translational lift; use slight forward cyclic
pressure.

ii. Momentary ground contact of the skids is allowed; however, skids must be
aligned with direction of travel.

iii. Remaining low keeps the aircraft in maximum ground effect.

iv. Too fast an application forward will cause the helicopter to settle to the ground.

d. As the aircraft passes through translational lift, add power to prevent settling and
adjust cyclic to remain IGE.

i. Settling will normally occur and should be anticipated (see ground vortex).

ii. Maintain heading with pedals and ground track with cyclic.

e. When passing through 40 KIAS and 10 feet AGL, adjust to 70-KIAS climb attitude in
balanced flight.

 Maintain altitude below ten feet AGL to take advantage of ground effect. This
profile is flown lower than a normal transition to forward flight.

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

Figure 4-14 Maximum Load Takeoff

2. Amplification and Technique

a. Increase power smoothly to maximum power available and coordinate forward cyclic
to remain airborne IGE while accelerating.

b. Do not rush into forward flight.

c. Aircraft will climb due to blowback when accelerating through translational lift.

3. Common Errors and Safety Notes

a. Do not allow the helicopter to settle back to the ground after forward movement has
begun.

b. Maintain a constant heading during the takeoff. Directional control prevents side
slipping, which can lead to dynamic rollover while in ground contact.

c. Not accelerating through translational lift will result in marginal climb and/or
acceleration performance.

OBSTACLE CLEARANCE TAKEOFF

Maneuver Description. The obstacle clearance takeoff is a precision maneuver that allows for
takeoff in areas where a normal transition to forward flight is unavailable due to terrain
obstructions while minimizing the exposure to the avoid area of the H-V diagram.

Application. This vertical takeoff is used when taking off with obstacles prevents a normal
takeoff and transition to forward flight. Most often, this would be used in a confined area where
maneuvering is restricted. A power check should be conducted before entry into a confined area
to ensure power available for departure. For planning, do not exceed 100 percent torque. When
simulating an obstacle clearance takeoff, the Instructor will set a simulated height of obstacle to
clear.

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1. Procedures

a. In a hover, check torque, identify optimal takeoff route, and then land.

i. Include a minimum of ten feet of clearance from highest obstruction on the

intended flight path.

ii. If possible, takeoff should be initiated from the downwind portion of the
Landing Zone (LZ).

b. Raise the collective up to (but not to exceed) hover torque plus 15 percent.

i. Do not hesitate or stop once the collective pull has started until helicopter is
above obstruction.

ii. Use of takeoff power is permitted if required.

iii. Do not exceed 108.5 percent torque. Planned use of the transient range is
prohibited.

c. As the helicopter leaves the ground, continue collective pull, maintain vertical profile,
and steady position over the ground.

i. Use a continuous scan around aircraft to prevent and stop drift.

ii. Maintain heading with pedals and anticipate left pedal as power is increased.

d. When clearing obstacles, maintain power and apply forward cyclic no more than 10
degrees below horizon.

i. Excessive nose down will cause helicopter to descend unless significantly more
power is applied.

ii. Ensure forward momentum as or before the helicopter is passing obstacles.

iii. Gain airspeed to reach translational lift as soon as possible while maintaining a
safe obstacle clearance.

e. Accelerate and adjust to 70-KIAS climb attitude in balanced flight.

2. Amplification and Technique

a. Check for any nearby obstructions prior to starting the maneuver.

b. Maintain collective pull or maximum power until obstruction is cleared.

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

c. Consider using the hover mode on the bottom portion of the PFD to augment outside
visual scan.

3. Common Errors and Safety Notes

a. Failure to maintain positioning over ground by drifting towards an obstruction

b. Failure to maintain continuous collective pull before clearing obstruction to minimize

time in the H-V diagram avoid area

ABORTED TAKEOFF MANEUVER

Maneuver Description. The aborted takeoff is a coordinated deceleration of the helicopter

while maintaining constant heading and altitude. The maneuver may be terminated in a hover, a
hover taxi, a landing, or continue to forward flight for training (Figure 4-15).

Application. This maneuver enables the pilot to develop control coordination needed to rapidly
slow the helicopter in situations such as aborting a takeoff following an emergency.

1. Procedures

a. From a hover, begin a transition to forward flight.

 Select two or more points along the intended takeoff path to maintain the
desired ground track.

b. Approaching approximately 50 feet AGL and 60 KIAS, level off momentarily to

stabilize airspeed and altitude. Maintain heading and ground track with a visual scan.

i. PNAC should call out altitude and airspeed up to 50 feet and 60 KIAS.

ii. Maintain the wing down, top rudder crosswind correction as required
throughout the maneuver.

c. Coordinate a down collective with aft cyclic to slow the helicopter while maintaining
ground track and altitude.

i. Anticipate leveling off at 50 feet by beginning to smoothly reduce collective

approximately 15 feet prior to avoid ballooning.

ii. Balance pressures so that altitude remains constant. Downward pressure on the
collective requires coordinated right pedal to compensate for reduction in torque.

iii. Ensure NR does not over-speed when lowering the collective. Above 60 KIAS,
there is an increased potential of NR over-speed with collective reduction.

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iv. Scan out to horizon to maintain constant altitude.

d. Slow to approximately 25 KGS.

i. Do not use the ASI to judge groundspeed. Use peripheral vision and scan of the
ground to judge groundspeed.

ii. PNAC should call out groundspeed.

e. Intercept a normal approach profile or recover by coordinating up collective and

forward cyclic to accelerate to 60 KIAS at 50 feet AGL.

 Instructor Pilot (IP) will make and verbalize decision to continue forward or
land.

Figure 4-15 Aborted Takeoff

2. Amplification and Techniques

a. The quality of the maneuver is determined by its relative smoothness and control
coordination. Do not rush the maneuver.

b. Use the height of objects on the horizon to determine and maintain altitude through
the maneuver.

3. Common Errors and Safety Notes

a. Failure to level off at 50 feet and stabilize airspeed at 60 KIAS momentarily

b. Failure to trim throughout the maneuver

c. Rushing the maneuver (i.e., climbing during deceleration or acceleration)

d. Failure to maintain altitude

e. Failure to decelerate properly

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

f. Failure to maintain heading

g. Failure to resume the transition to forward flight profile after returning to 50 KIAS

SHALLOW APPROACH

Maneuver Description. The shallow approach enables the pilot to transition from cruise flight
to a sliding landing or low-hover taxi over a specific point with a lower than normal approach
angle, allowing for less collective needed close to the ground. This approach requires smaller
power changes to landing than a normal or steep approach (Figure 4-16).

Application. The shallow approach is a transition maneuver, which allows the helicopter to
arrive simultaneously at low groundspeed and hover altitude over a preselected spot with the
least amount of power change needed. This maneuver would typically be used in conjunction
with an Emergency Procedure (EP), system malfunction, or limited controllability requiring a
shallower than normal ROD. Some examples include fuel control malfunction, hydraulic boost
off, and stuck-pedal emergencies.

1. Procedures

a. Maintain 500 feet AGL and 80 KIAS on downwind.

 It is important the helicopter be properly established at the 180-degree position

directly abeam the intended point of landing at 80 KIAS and 500 feet AGL.

b. Abeam the landing location, extend five seconds and then begin a descending,
decelerating turn towards the extended 90-degree position. Use the following verbal
procedures:

i. “Power” – Reduce power to begin an approximately 500-fpm descent.

ii. “Pedal” – Adjust pedal to keep the aircraft in balanced flight.

iii. “Pause” – Pause momentarily to check the aircraft is in a 500-fpm descent.

iv. “Trim” – Use pedals to center the ball and cyclic trim to maintain attitude.

v. “Turn” – Clear the aircraft left and right, and then begin the descending turn.

c. Adjust the flight controls as necessary to arrive at the 90-degree position at 300 feet
AGL and 70 KIAS, and continue the descending, decelerating turn to the course line.

i. Plan for a 90-degree position that is extended from the normal approach to
provide a longer final course line.

ii. At the 90-degree position, the glideslope and rate of closure visual cues should
be acquired.

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d. Intercept final with sufficient straightaway to maintain a glideslope of ten degrees or

less.

e. Set a landing attitude and collective to arrive short of the intended point of landing.

i. The amount of deceleration required to establish glideslope will vary with wind,
temperature, and gross weight of the aircraft.

ii. Upon intercepting the course line, establish a wing down, top rudder crosswind
correction as required.

iii. Groundspeed should remain below 25 KGS and above translational lift.

Figure 4-16 Shallow Approach Glideslope

2. Amplification and Technique

a. Visualize the approach pattern while on downwind and determine your ground
reference for 90-degree position to allow external reference to pattern checkpoints.

b. Gradual collective application will help prevent yaw excursions when close to the
deck.

c. The final approach requires a coordination of the cyclic and collective to adjust
groundspeed and glideslope. Collective is generally used for adjusting glideslope;
cyclic is generally used to adjust groundspeed.

d. In power limited flight, remaining above translational lift will reduce the ROD if
unable to maintain hover power.

3. Common Errors and Safety Notes

a. Do not over control the cyclic.

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b. Do not over control the collective. Failure to keep power changes small will result in
larger control inputs with the cyclic and pedals. In an emergency, this may result in
loss of aircraft control.

c. Ensure the flight path is clear of obstructions and avoid over flying people, livestock,
and buildings at low altitude.

d. Maintain heading with pedals.

e. Ensure to update trim throughout the approach as the attitude of the aircraft is
constantly changing.

f. Maintain a constant track from the interception of the course line through termination
of the approach, and do not angle to the spot or drift off centerline.

g. Should any portion of the approach become uncomfortable, initiate a wave-off.

STEEP APPROACH

Maneuver Description. The steep approach is accomplished at a higher glideslope angle,

enabling a pilot to land in a confined area or to clear obstacles along the approach path (Figure
4-17).

Application. The steep approach is a power-controlled approach used when obstacles surround
the intended point of landing, preventing a normal approach glideslope. It may also be when a
less dynamic, more closely controlled approach is required. The techniques of utilizing power
and cyclic coordination to maintain a precision descent will be used again in the confined-area
landing.

1. Procedures

a. Maintain 500 feet and 80 KIAS in the downwind.

b. Abeam the landing location, extend five seconds and then begin a descending,
decelerating turn towards the 90-degree position. Use the following verbal
procedures:

i. “Power” – Reduce power to begin a descent.

ii. “Pedal” – Adjust pedal to keep the aircraft in balanced flight.

iii. “Pause” – Pause momentarily to check the aircraft is in a 300-fpm descent.

iv. “Trim” – Use pedals to center the ball and cyclic trim to maintain attitude.

v. “Turn” – Clear the aircraft left and right, and then begin the descending turn.

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c. Arrive at the 90-degree position above 300 feet AGL and 70 KIAS. Approaching 300
feet, adjust aft cyclic and increase collective to level off at 300 feet AGL. Continue
decelerating turn to arrive on course line at 45 KIAS.

d. Intercept a 25–45-degree glideslope final at 300 feet AGL and 45 KIAS, and lower
collective to join glideslope.

i. Anticipate joining the glideslope. The amount of deceleration required to

establish the helicopter on the glideslope will vary depending on wind conditions.

ii. Maintain 300 feet AGL until intercepting the 25–45-degree precision approach
path.

e. Set a landing attitude and use collective to control ROD.

i. Use collective to adjust glideslope and use cyclic to adjust groundspeed.

ii. Execute wave-off if ROD exceeds 800 fpm.

iii. Complete the approach to a hover or no hover landing.

Figure 4-17 Steep Approach Glideslope

2. Amplification and Technique

a. Coordination between the cyclic and the collective is required. The faster you
approach the spot (rate of closure), the faster you must descend (ROD). The rate at
which the aircraft decelerates directly affects the requirement for collective increase.

b. Power requirements will increase significantly with high ROD or closure close to the
ground.

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c. Maintain a rate of closure that avoids excessive control inputs to stay on the
glideslope. Large control inputs close to the ground are undesirable, unnecessary,
and can be dangerous. To avoid this, make any necessary larger inputs early in the
approach.

3. Common Errors and Safety Notes

a. Avoid the common error of withholding collective reduction until the helicopter is too
close to the intended point of landing.

b. Do not let the helicopter hover on the glide slope prior to the intended point of
landing, as the risk of entering the Vortex Ring State (VRS) will be greatly increased.
This is often referred to as being hung up on the approach.

c. Do not allow the helicopter to become excessively nose high at low altitudes, as the
tail skid may strike the ground.

d. If the glideslope angle becomes excessive and/or the ROD exceeds 800 fpm (airspeed
less than 40 KIAS), a wave-off shall be initiated to avoid the possibility of entering
the VRS.

e. Maintain scan through maneuver and do not focus scan through chin bubble alone.

NO HOVER LANDING

Maneuver Description. The no hover landing enables the pilot to safely terminate an approach
to a landing without transitioning to a hover.

Application. The no hover landing is an alternate termination procedure used in conjunction

with the normal and steep approaches. A no hover landing may be used when the landing
visibility will be reduced by the rotor wash, where power available is below HIGE or Hover Out
of Ground Effect (HOGE), or to rapidly disembark.

1. Procedures

a. Begin with a normal or steep approach.

 Approaching ground effect, adjust collective to continue the descent to a

landing with little to no groundspeed.

b. Approaching the landing spot, set a controlled closure and ROD on glideslope.

 Trim for touchdown with the landing spot under the center of the aircraft.

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c. As the helicopter descends through five feet, increase the out scan to set
nonaccelerating attitude and maintain heading.

i. Ensure the nose attitude is below ten degrees above the horizon.

ii. Down scan will still be required to eliminate lateral drift.

iii. Repeat cadence, “Level skids, forward, and down,” three times while in the last
ten feet of the approach; this helps ensure a consistent touchdown rate.

d. Adjust power to touchdown with 0–3 KGS.

i. Ensure skids are level, and the aircraft is coming forward and down all the way
until touchdown, not to a low hover.

ii. The helicopter should touchdown with back skids touching first.

iii. Power may need to be adjusted slightly up or down depending on conditions.

iv. Anticipate left pedal as power is applied and adjust cyclic as necessary to
eliminate any lateral drift.

2. Amplification and Technique

 This maneuver can be completed following either a normal approach or steep

approach.

3. Common Errors and Safety Notes

a. Not anticipating ground effect and allowing the descent to stop, resulting in a hover

b. Rushing or anticipating ground contact and lowering collective too quickly, resulting
in a firm landing

c. Failure to eliminate drift

d. Allowing the nose to yaw due to rapid application of collective and/or improper use
of pedals

e. Allowing scan to move inward too close to the aircraft and fixating on the spot

f. Poor cyclic control, lowering the nose before touchdown, and allowing the aircraft to
slide forward after ground contact

g. Excessive nose high attitude at low altitude, resulting in the tail skid contacting the
ground, which may cause serious structural damage to the aircraft

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h. Ensuring nose attitude is less than eight degrees passing ten feet

SLIDING LANDING

Maneuver Description. The sliding landing utilizes ground effect and translational lift to
reduce the power required for landing under high gross weight, high-DA conditions, or reduced
power available conditions (Figure 4-18).

Application. The sliding landing is practiced to simulate conditions when HIGE is not possible
or when maximum gross weight or DA prohibit a hover. Additionally, a sliding touchdown
gives the pilot the advantage of greater helicopter controllability during touchdown under high
gross weight conditions.

1. Procedures

a. Begin with a normal or shallow approach.

b. Approaching short final, set nose attitude ten degrees above the horizon to continue
reducing airspeed.

i. Reduce airspeed below 50 KIAS while continuing descent after passing through
200-foot gate.

ii. Flying 10–15 degrees nose above the horizon will provide sufficient ability to
slow aircraft.

c. Passing through 30 feet AGL and below 30 KGS, adjust nose to five degrees above
the horizon.

 For a sliding landing to be effective, the helicopter must remain in effective

translational lift until transitioning to the touchdown attitude.

d. Allow the aircraft to touchdown below 20 KGS and lower collective full down while
maintaining directional control with pedals.

i. Five-degree nose up will maintain your current speed.

ii. Allow touchdown while maintaining heading with pedals.

iii. Tail will not touch the ground with pitch attitude up to eight degrees.

iv. Once stopped, lower collective to full down position.

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Figure 4-18 Sliding Landing

2. Amplification and Techniques

WARNING

Failure to align the aircraft with direction of travel may result in

dynamic rollover.

CAUTION

Reduction of the collective at an excessive rate and/or magnitude

upon touchdown may result in left yaw of the aircraft across the
runway, or if landing performed on the grass, the skids may dig in
and the aircraft rocking forward precipitously.

3. Common Errors and Safety Notes

a. Do not land the helicopter with lateral drift. Compensate for any crosswind with
wing down, top rudder crosswind correction. Ensure skids are aligned with ground
track.

b. Avoid the common tendency to fixate on the ground during touchdown.

c. Do not allow the helicopter to become excessively nose high or low at low altitude.
The tail rotor may strike the ground as a direct or indirect result of either. Nose
attitude above eight degrees will cause tail skid contact with ground.

d. Avoid swiftly lowering the collective upon touchdown, as this may cause rapid left
yaw and over increase the changes of dynamic rollover.

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CHAPTER FOUR DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

POWER ON WAVE-OFF

Maneuver Description. The wave-off with power on enables the pilot to terminate an approach
or descent and transition to a normal climb.

Application. The wave-off is a transition from a low power, descending flight condition to a
power on climb, often used when conditions in the LZ do not allow continuation to the ground.

1. Procedures

a. Ensure the twist grip is in flight.

b. Increase the collective to stop the ROD (approximately 50–70 percent torque) and
establish positive ROC.

 In most cases, initially setting 50 percent torque will significantly slow or stop
the ROD.

c. Adjust the nose to 70-KIAS climbing attitude and maintain balanced flight.

2. Amplification and Techniques

a. Monitor engine instruments when executing a wave-off. Until normal wave-off

engine power is assured, maintain the aircraft within safe autorotational parameters.

b. Execute the maneuver smoothly, yet positively.

3. Common Errors and Safety Notes

a. Ensure you are responding to a condition requiring wave-off.

b. Do not fail to ensure twist grip is flight.

c. Do not fail to transition to the 70-KIAS climbing attitude.

d. Do not fail to maintain balanced flight.

e. Do not fail to maintain climb at 500–700 fpm.

f. Do not fail to keep torque within limits.

g. Do not roll the twist grip to flight idle on the power on wave-off.

h. Do not fail to reenter channel on altitude and airspeed.

i. Perform a wave-off anytime the autorotation is either unsafe or off parameters.

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POWER OFF WAVE-OFF

Maneuver Description. The wave-off with power off enables the pilot to terminate a simulated
EP or autorotative descent and transition to a normal climb or forward flight.

Application. The wave-off with power off is a transition from any situation where the twist grip
is not in the flight position to execute a power on climb or forward flight.

1. Procedures

Time and altitude permitting:

a. Control Nr and rotate twist grip to flight position. Ensure normal engine acceleration.

i. Collective may need to be raised to ensure N2 limits are not exceeded as twist
grip is moved to the flight position.

ii. PAC verbalizes, “Twist grip flight.”

iii. PNAC shall confirm and verbalize, “Roger, twist grip flight.”

b. Increase the collective to stop the ROD (approximately 50–70 percent) and establish
positive ROC.

 In most cases, initially setting 50 percent torque will significantly slow or stop
the ROD.

c. Adjust the nose to 70-KIAS climbing attitude and maintain balanced flight.

2. Amplification and Techniques

a. Execute the maneuver smoothly, yet positively.

b. Monitor rotor RPM closely when executing a wave-off; do not allow NR to over-
speed.

c. Until normal wave-off engine power is assured, maintain the aircraft within safe
autorotational parameters.

3. Common Error and Safety Notes

a. Failure to ensure twist grip is flight

b. Failure to transition to the 70-KIAS climbing attitude

c. Failure to maintain balanced flight

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d. Failure to maintain climb at 500–700 fpm

e. Failure to keep NR within limits

SET POWER CLIMB

Maneuver Description. Set power climb is a maneuver designed to understand the management
of potential and kinetic energy during flight in powered flight regimes.

Application. This procedure is designed to allow the pilot to experience the maneuvering
characteristics of the helicopter in a climb while maintaining power and varying airspeeds. It
also showcases how airspeed affects climb performance and ROC.

1. Procedures

a. Establish level flight above 1,000 feet at 130 KIAS. Note torque setting.

 Ensure clear airspace forward and above before beginning maneuver.

b. Maintain torque setting. Use cyclic to slow to 100 KIAS.

i. Bring cyclic back to begin slowing down and use the trim to maintain airspeed.

ii. Note ROC.

c. Maintain torque setting. Use cyclic to slow to 60 KIAS.

i. Continue to slow with cyclic.

ii. Note ROC.

d. Maintain torque setting. Use cyclic to slow to 35 KIAS.

i. Continue slow with cyclic; do not slow below 35 KIAS.

ii. Note ROC.

e. Level off, accelerate to 130 KIAS, and regain straight and level flight.

i. Reset nose below horizon and re-trim as airspeed increases.

ii. Maintain heading with pedals.

2. Amplification and Techniques

a. Before flight, use the power required curve that most closely corresponds to expected

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conditions and find the expected maximum range airspeed and minimum descent
airspeed. When flying the maneuver, consider substituting these values to note ROC.

b. A stable and trimmed aircraft is necessary to be able to see the differences at each
airspeed; do not rush maneuver and focus on aircraft control throughout.

c. Aircraft will climb quickly; if operating in limited airspace, consider resetting after
each airspeed.

3. Common Errors and Safety Notes

a. Ensure clear airspace before beginning maneuver.

b. Do not slow below 35 KIAS; stay oriented with airspeed and location.

c. Maintain gentle control pressures.

d. Do not allow aircraft to over-speed; maintain scan of NR.

SET POWER DESCENT

Maneuver Description. Set power descent is a maneuver designed to understand the

management of potential and kinetic energy during flight in powered flight regimes.

Application. This procedure is designed to allow the pilot to experience the maneuvering
characteristics of the helicopter in a descent while maintaining power and varying airspeeds. It
also highlights how airspeed affects ROD.

1. Procedures

a. Establish level flight above 2,000 feet at 130 KIAS straight and level; reduce power
to establish 1,000-fpm ROD.

i. Do not descend below 1,000 feet throughout the maneuver.

ii. Ensure stable flight before beginning descent.

b. Maintain torque setting. Use cyclic to slow to 100 KIAS.

i. Use cyclic FTR to stabilize at airspeed.

ii. Avoid rapid cyclic movement to prevent NR over-speed.

iii. Note ROD.

c. Maintain torque setting. Use cyclic to slow to 60 KIAS.

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i. Use cyclic FTR to stabilize at airspeed.

ii. Avoid rapid cyclic movement to prevent NR over-speed.

iii. Note ROD.

d. Add power, accelerate to 80 KIAS, and regain straight and level flight.

2. Amplification and Techniques

a. Before flight, use the power required curve that most closely corresponds to expected
conditions and find the expected maximum range airspeed and minimum descent
airspeed. When flying the maneuver, consider substituting these values to note ROD.

b. Ensure aircraft is in trimmed condition before beginning maneuver.

c. Use cyclic to slow after initial descent; do not adjust power until ready to recover.

d. Consider resetting after each airspeed if airspace does not allow completion of
maneuver.

3. Common Errors and Safety Notes

a. Do not descend below 1,000 feet; attention must be paid to altitude throughout
maneuver.

b. Low power and low airspeed should be avoided; monitor airspeed to maintain at least
60 KIAS.

SET POWER TURN

Maneuver Description. Set power turn is a maneuver designed to understand the management
of potential and kinetic energy during flight in powered flight regimes (Figure 4-19).

Application. This procedure is designed to allow the pilot to experience the maneuvering
characteristics of the helicopter in a turn with varying power and ROD. It also highlights how
power affects ROD in a turn.

1. Procedures

a. Establish level flight above 1,000 feet at 80 KIAS and straight and level. Note
torque.

 Ensure airspace is clear before beginning maneuver.

b. Enter a 20-degree AOB turn for 180 degrees of heading change, and maintain

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collective setting. Note increasing ROD.

i. Turn in either direction. Do not adjust power.

ii. Use cyclic FTR to maintain AOB.

c. Maintain 20-degree AOB and increase collective to level off turn. Note torque.

i. Adjust power to level turn with increased collective.

ii. Note difference in torque from original straight and level condition.

d. Roll out and resume straight and level flight at 80 KIAS.

Figure 4-19 Set Power Turn

2. Amplification and Technique

a. In a power turn maneuver, requirement to maintain altitude will be higher because of

decreased lift as the lift vector shifts with the direction of the turn.

b. Ensure a stabilized AOB throughout the maneuver to best note the changes in ROD
and power required.

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3. Common Errors and Safety Notes

 Not maintaining ball control in the turn

MALFUNCTION OF THE FUEL CONTROL SYSTEM

Maneuver Description. The malfunction of the fuel control system procedure allows the pilot
to practice handling the emergency by performing the procedure in normally-functioning aircraft.
During this maneuver, the pilot overrides the malfunctioning automatic fuel control system
and manually adjusts the amount of fuel entering the engine. SNAs will also use this maneuver
when handling a malfunction of the fuel control system in the simulators.

Application. There are two potential failures for the FCU: a low power malfunction or a high
power malfunction. A low power malfunction would be caused by lower-than-expected fuel
flow. A high power malfunction would be caused by a greater than expected fuel flow for a
given condition. For either malfunction, fly in manual mode to override the FCU malfunction.

1. Procedures

a. Fuel Control System Malfunction – Low Power (Manual Mode)

i. Recognize malfunction condition.

 Decreased power with same collective setting or CAS message indicates

the failure mode.

ii. Adjust collective as required to maintain NR.

iii. On the MAN/NOR selector – MAN.

 Press the guard up to allow movement of twist grip into manual mode.

iv. Slowly rotate twist grip towards MAX.

(a). As twist group moves towards MAX, be cognizant of the dead band zone.
Expect delayed response until passing through portion of the twist grip to
prevent rapid increase in Inlet Turbine Temperature (ITT).

(b). Slightly increase collective before increasing twist grip to prevent N2

and/or NR over-speed.

CAUTION

Ensure slow rotation of twist grip through dead band to prevent

over torque, over temperature, and over-speeding NR.

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v. Coordinate collective and twist grip.

WARNING

Monitor Engine Compressor Speed (N1) closely. Do not allow N1

to decrease below minimum speed (51 percent)

WARNING

If N1 is below 60 percent, extreme caution is required when

rotating the throttle towards MAX, as engine surge or over
temperature is possible.

vi. Land as soon as possible.

b. Fuel Control System Malfunction – High Power (Manual Mode)

i. Recognize malfunction condition.

 Increased engine parameters with fixed collective setting can indicate

failure mode.

ii. Rotate twist grip toward IDLE.

 Decrease twist grip before lowering collective to prevent NR over-speed.

WARNING

Monitor N1 closely. Do not allow N1 to decrease below minimum

speed (51 percent).

iii. Coordinate collective and twist grip.

iv. Land as soon as possible.

2. Amplification and Technique

a. Careful coordination of cyclic and twist is required to prevent over controlling

manual fuel flow. Reducing twist grip prior to reducing collective and increasing
collective prior to increasing twist grip provides the easiest way to coordinate the
collective and twist grip. This also helps prevent an NR over-speed condition.

b. A shallow approach and sliding landing is preferred to reduce amount of power

required for landing; this will allow less coordination of collective and twist grip
close to the ground.

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c. After touchdown, bring twist grip to idle to reduce risk of aircraft damage or loss of
control.

3. Common Errors and Safety Notes

a. Over controlling or not coordinating twist grip and cyclic

b. Lack of attention to altitude or airspeed

HYDRAULIC BOOST-OFF APPROACH

Maneuver Description. The boost-off approach acquaints the pilot with the techniques used to
make a safe landing in the event of a No. 1 hydraulic system failure.

Application. With loss of the No. 1 hydraulic system, the No. 2 hydraulic system will
automatically provide hydraulic boost to the cyclic and collective. The tail rotor, however, will
no longer be boosted, making inputs significantly more difficult and will require more precise
(smaller) collective movements. Because of this, pedal inputs will need to be anticipated.

1. Procedures

a. In the upwind, the IP will introduce a No. 1 hydraulic system failure.

i. Complete the appropriate NATOPS EP.

ii. Make the appropriate radio call.

iii. Increased force will be required for pedal control movement.

b. Fly a shallow approach with focus on minimizing power changes on final.

 Pedals will be stiff. Anticipate pedal application and maintain pressure on

pedals throughout the maneuver. Increasing collective will require left pedal
application; be proactive with inputs.

c. Establish a ten-foot AGL, ten-KGS hover taxi, or a ten-foot AGL hover.

d. Once aircraft is stabilized, lower collective to effect landing.

NOTE

Due to the sloppy link, the aircraft will have a tendency for a
delayed left yaw when landing. Anticipate early right pedal input
as collective is lowered.

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2. Amplification and Technique

a. When setting up for a landing, a headwind with a left crosswind component will
reduce pedal input required due to increased Angle of Attack (AOA) of the tail rotor.
Right crosswinds will require more pedal input and are not desirable.

b. Pedal inputs must be anticipated to prevent swinging of nose past center position.

3. Common Errors and Safety Notes

a. High on final and insufficient setup arriving on final

b. Failing to maintain good basic air work

c. Making pedal inputs too slowly and over correcting heading

STABILITY AUGMENTATION SYSTEM (SAS) OFF

Maneuver Description. The TH-73A is equipped with a Stability Augmentation System (SAS)
to help stabilize the aircraft and provide rate dampening. A failure of one SAS will cause the
remaining SAS actuator to work twice as fast to provide proper inputs. A failure of both SAS
channels will cause the aircraft to lose its stabilization and rate dampening, requiring increased
pilot workload for aircraft control.

Application. The SAS off maneuver allows the pilot to fly without servo-assisted controls and
to provide recognition of a dual SAS malfunction.

1. Procedures

a. The IP will initiate the maneuver by securing SAS 1 & 2 on downwind.

 Complete the appropriate NATOPS EP.

b. Fly a shallow approach to arrive at a ten-foot hover over intended point of landing.

 Abrupt, incorrect, or uncoordinated cyclic and collective inputs may cause

ballooning, sinking, or stair stepping on the approach glideslope.

c. Once stabilized at a ten-foot hover, gently reduce collective to land the aircraft.

i. Scan forward and down to see and stop drift.

ii. Smaller amplitude and less frequent control inputs will prevent over controlling.

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2. Amplification and Technique

a. Constant depression of the FORCE TRIM button during the hover transition may
improve aircraft control.

b. The force trim system is still operable with the SAS system secured. If choosing to
use the FTR cyclic trim, ensure proper technique.

c. Turn directly into the wind line once in a hover to increase flow over the vertical fin
and improve control of the aircraft.

d. Maintain smooth inputs and anticipate flight control inputs early to avoid abrupt
movements.

3. Common Errors and Safety Notes

a. Do not rush the maneuver.

b. Ensure a shallow approach to minimize excessive control inputs in the hover

transition.

c. If, during the maneuver, the aircraft cannot be controlled safely, either the IP or
Student Naval Aviator (SNA) may reactivate the SAS system.

VORTEX RING STATE

Maneuver Description. The VRS is an aerodynamic condition in which a helicopter settles in

its own downwash. This maneuver allows the aircraft to begin entry into VRS and the
procedures to recover from VRS.

Application. The VRS can happen anytime when the aircraft is in an 800-fpm or greater descent
and less than 40 KIAS. There are two methods for recovery from VRS: the Vuichard method
and the forward displacement method.

1. Procedures

a. Procedures to Begin Entry to VRS

i. Establish a level flight condition at no lower than 2,000 feet AGL and 60 KIAS.

ii. Commence a level deceleration and stabilize in a 0–10-kt hover; note torque.

iii. Lower collective to reduce torque approximately 20 percent to initiate a descent.

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iv. When ROD exceeds 800 fpm, raise collective to increase torque approximately
20 percent.

 Note aircraft vibrations, un-commanded pitch and roll, and ROD.

b. Vuichard Recovery Method

i. Raise collective.

 Set torque to 75–85 percent in approximately three seconds.

ii. Apply left pedal.

 Maintain heading.

iii. Apply right cyclic.

 Set approximately 15-degree AOB.

iv. Upon recovery, set level attitude and transition to forward flight.

c. Forward Displacement Method

i. Lower collective.

 Decrease collective full down.

ii. Forward cyclic.

 Adjust pitch to approximately 25-degree nose down

iii. When airspeed increases above 40 KIAS, reset controls to level flight altitude.

iv. Verify barometric altimeter indicates a climb and VRS indications have ceased.

2. Amplification and Technique

 Clear working area before beginning procedure.

3. Common Errors and Safety Notes

 Do not descend below 1,000 feet throughout the maneuver.

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NORMAL CRUISE

Maneuver Description. Normal cruise is commonly used to fly the aircraft from one point to
another. Normal cruise airspeed is 100 KIAS (Figure 4-20).

Application. Normal cruise shall be conducted at a safe altitude and as dictated by weather,
aircraft configuration, weight, terrain, obstacles, and mission requirements. Power and attitude
should be adjusted to attain desired cruise airspeed. Normal cruise is determined from
information in part XI of the NATOPS manual.

1. Procedures

a. Set the proper cruise attitude with cyclic and adjust collective as necessary to
maintain altitude and airspeed.

i. To establish normal cruise, adjust the nose to the cruise attitude with cyclic and
trim to maintain airspeed; adjust the collective to maintain altitude.

ii. The attitude and VSI are the primary scan items you will utilize to maintain
100-KIAS normal cruise and desired altitude.

iii. Collective torque setting for normal cruise 100 KIAS can be anticipated with
cruise performance charts in chapter 21 of NATOPS.

b. Maintain balanced flight with pedals (ball centered).

Figure 4-20 Normal Cruise

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2. Common Errors and Safety Notes

a. Failure to maintain the cruise attitude

b. Failure to maintain altitude

c. Weak scan resulting in large change and erratic power changes

d. Failure to maintain balanced flight

NORMAL CLIMB

Maneuver Description. Climbs are coordinated maneuvers designed to increase altitude.

Application. Climbs are normally accomplished when it is desired to climb from an established
altitude to a selected higher altitude.

1. Procedures

a. Trim to attain the 70-KIAS climb attitude.

b. At 70 KIAS, adjust collective as necessary to establish a 500–700-fpm climb and

simultaneously trim cyclic as required to maintain 70 KIAS.

i. Maintain balanced flight by simultaneously applying left pedal to counteract

torque as the collective is increased.

ii. Torque required for a 500–700-fpm climb at 70 KIAS is roughly the 100-KIAS
cruise power setting from chapter 20 or part X of NATOPS.

c. At 50 feet prior to the desired altitude, lower the nose to the cruise attitude and
accelerate.

 Maintain climb power.

d. Upon reaching cruise airspeed, adjust collective to level off at the desired altitude.

 Maintain balanced flight.

2. Common Errors and Safety Notes

a. Failure to maintain airspeed (attitude)

b. Failure to maintain climb power

c. Failure to make proper level off

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d. Improper anti-torque pedal coordination

e. Climbing above desired level-off altitude

f. Failure to scan torque

NORMAL DESCENT

Maneuver Description. Descents are coordinated maneuvers designed to decrease altitude

during flight.

Application. Descents are normally accomplished when it is desired to descend from an

established altitude to a selected lower altitude. A descent is performed at normal cruise
airspeed, and collective pitch control is adjusted as required for a desired ROD.

1. Procedures

a. Lower the collective to establish a 500–700-fpm ROD.

i. Maintain the cruise attitude in order to maintain airspeed.

ii. Maintain balanced flight by anticipating right pedal as the collective is lowered.

b. At 50 feet above the desired altitude, increase the collective sufficiently to level off
the desired altitude.

i. Maintain cruise airspeed and balanced flight.

ii. As the collective is increased, anticipate the need for left pedal.

2. Common Errors and Safety Notes

a. Failure to maintain airspeed

b. Descending below level-off altitude

c. Improper anti-torque pedal coordination

FAMILIARIZATION LEVEL SPEED CHANGE

Maneuver Description. A level speed change enables the pilot to transition from one airspeed
to another while maintaining a constant altitude and heading.

Application. Level speed changes are frequently utilized to set up for an approach or to
transition to another airspeed. While splitting the field to enter the pattern at an OLF, this
maneuver will be used to coordinate cyclic and collective inputs.

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1. Procedures

a. Establish a 60-KIAS cruise flight at a given altitude at or above 500 feet.

b. Coordinate an addition of power and pedal to accelerate to 120 KIAS.

i. Lead with power. Maintain heading and altitude.

ii. Apply left pedal to compensate for increased torque.

c. Stabilize momentarily at 120 KIAS.

i. Scan the VSI to maintain altitude.

ii. Maintain heading with pedals throughout the maneuver.

d. Coordinate a decrease in power and pedal with back cyclic to accelerate back to 60
KIAS.

i. Maintain altitude with collective and nose attitude. Maintain heading and
balanced flight with pedals.

ii. Lead with cyclic forward so as not to balloon and gain altitude.

2. Amplification and Technique

a. This maneuver should be executed smoothly with deliberate changes in power and
airspeed.

b. To stabilize at 60 KIAS, set torque for the requisite cruise speed.

3. Common Errors and Safety Notes

a. Improper anti-torque pedal coordination

b. Failure to maintain altitude

c. Rushing the maneuver

d. Failure to maintain balanced flight

e. Failure to anticipate 100 KIAS and to adjust the nose to the 100-KIAS level attitude

f. Slow scan; failure to scan necessary instruments

g. Using large attitude changes instead of small corrections

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TURN PATTERN – FAMILIARIZATION STAGE

Maneuver Description. The familiarization stage turn pattern develops the pilot’s skill to
visually acquire the desired AOB and turn while simultaneously maintaining airspeed and
altitude (Figure 4-21).

Application. The turn pattern is a skills development maneuver that develops the pilot’s
awareness of visual cues that indicate the AOB, the pitch attitude required to maintain airspeed,
and the subtle power changes required to maintain altitude at different AOB.

1. Procedures

a. Establish a 90-KIAS flight at a given altitude at or above 500 feet.

b. Initiate a turn in either direction utilizing 15-degree AOB for 90 degrees of heading
change.

i. Approaching 90 degrees of turn, reverse the turn at 15-degree AOB to the

original heading.

ii. The reversals will begin at a point prior to the reversal heading.

c. After the second 15-degree AOB turn, reverse the turn and roll into a 30-degree AOB
turn for 180 degrees of heading change. Approaching 180 degrees of turn, reverse the
turn at 30-degree AOB to the original heading.

 The reversals will begin at a point prior to the reversal heading.

d. After the second 30-degree AOB turn, reverse the turn and roll into a 45-degree AOB
turn for 360 degrees of heading change. Approaching 360 degrees of turn reverse the
turn at 45-degree AOB to the original heading.

i. Little or no power change is required for the 15-degree AOB turn, but some
additional power may be required for the 30-degree AOB turn; usually a
definite power increase will be required to maintain altitude for the 45-degree
AOB turn.

ii. The reversals will begin at a point prior to the reversal heading.

e. After the second 45-degree AOB turn, roll wings level on heading, altitude, and
airspeed.

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Figure 4-21 Turn Pattern

2. Common Errors and Safety Notes

a. Failure to maintain the proper AOB due to a breakdown in scan and trim techniques

b. Failure to maintain altitude and airspeed because of a need for additional power in the
steeper AOB turns

c. Ballooning during reversal due to poor power management and/or scan breakdown

d. Failure to keep ball centered

e. Failure to scan VSI for climb and/or descent trends:

 Avoid the tendency to pull the nose up or allow it to fall during the reversals

SINGLE AXIS INPUT IN A HOVER

Maneuver Description. The single axis input in a hover maneuver demonstrates the
helicopter’s response to control inputs in a hover.

Application. This maneuver is designed to break down each control input while in a hover to
allow the pilot a better understanding of individual inputs and how those inputs work together.

1. Procedures

a. Trim the aircraft in a stable hover at 10 feet.

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b. Make single axis inputs.

i. Pedals

(a). Press left pedal.

(b). Allow nose to move 90 degrees to the left.

(c). Press right pedal.

(d). Allow nose to move 90 degrees to the right.

ii. Cyclic

(a). Push cyclic forward; aircraft moves forward.

(b). Pull cyclic aft; aircraft moves back. Re-center on the spot.

(c). Move cyclic left; aircraft moves laterally left.

(d). Move cyclic right; aircraft moves laterally right. Re-center on the spot.

iii. Collective

(a). Raise collective 10–15 percent. Note reaction.

(b). Stabilize in a 40–50-foot hover.

(c). Lower the collective 10–15 percent.

(d). Stabilize in a 10-foot hover.

c. Note the aircraft response to the single axis input.

d. Return to a stable hover.

2. Amplification and Technique

a. This maneuver should be executed smoothly with small displacements of controls

b. Note the reaction of the aircraft after each maneuver; helicopters are complex systems
and single inputs will have multiple reactions.

3. Common Errors and Safety Notes

a. Failure to maintain hover altitude

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b. Rushing the maneuver

c. Over controlling the helicopter

SINGLE AXIS INPUT IN FORWARD FLIGHT

Maneuver Description. The single axis input in forward flight maneuver demonstrates the
helicopter’s response to control inputs in a flight.

Application. This maneuver is designed to break down each control input while in forward
flight to allow the pilot better understanding of individual inputs and how those inputs work
together.

1. Procedures

a. Trim the aircraft in straight and level flight at 100 KIAS.

b. Make each single axis input separately.

i. Pedals

(a). Input left pedal; note reaction.

(b). Input right pedal; note reaction.

ii. Cyclic

(a). Apply forward cyclic to achieve 10–15-degree nose down.

(b). Apply aft cyclic to achieve a 10–15-degree nose up.

(c). Apply lateral cyclic to achieve a 20–25 degree-AOB in either direction.

iii. Collective

(a). Raise the collective 10–15 percent torque.

(b). Lower the collective 10–15 percent torque.

c. Note the aircraft response to the single axis input.

d. Return to straight and level flight.

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2. Amplification and Technique

a. This maneuver should be executed smoothly with small displacements of controls

b. Note the reaction of the aircraft after each maneuver; helicopters are complex systems
and single inputs will have multiple reactions.

3. Common Errors and Safety Notes

a. Failure to maintain hover altitude

b. Rushing the maneuver

c. Over controlling the helicopter

SIMULATED FIXED PITCH PEDAL POSITION AT ALTITUDE

Maneuver Description. This maneuver allows the safe landing of an aircraft in a simulated
stuck-pedal condition in which the tail rotor does not change pitch.

Application. This maneuver is designed to increase pilot proficiency in recovering from a fixed-
pedal condition in forward flight. It also allows the pilot to analyze the severity of the
malfunction and apply the proper recovery procedures.

1. Procedures

a. Maintain 500 feet AGL and 80 KIAS on downwind. In the downwind, the Instructor
will set and freeze the pedals, announcing, and “Pedals frozen.”

i. Plan maneuver to terminate on a runway.

ii. Consider having flying pilot take feet off pedals to prevent inadvertent pedal
inputs.

b. Determine stuck-pedal condition. Adjust power to determine stuck tail rotor

condition.

i. In a high power condition, the helicopter will yaw to the left when the power is
reduced.

ii. In a low power condition, the helicopter will yaw to the right when power is
increased.

iii. As airspeed increases, the vertical fin becomes more effective; when
determining stuck-pedal condition, maintain airspeed.

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c. Set up a shallow approach to a runway for a sliding landing.

 Reduce collective to line up with the nose slightly to the left.

d. Reduce airspeed gradually to arrive at the intended landing point IGE.

 At 50 feet, an airspeed of approximately 30 KIAS is ideal under most

conditions.

e. Coordinate collective and twist grip as required to ensure nose is aligned with the
direction of travel on touchdown for a sliding landing.

i. A low power condition may require the pilot to reduce throttle to maintain nose
alignment.

ii. A high power approach will not normally require any twist grip manipulation.
Under certain conditions, a no hover or vertical landing may be possible.

2. Amplification and Technique

a. This maneuver should be executed smoothly with small displacements of controls.

b. When on final use cyclic to control airspeed, movement of collective will cause the
nose to yaw on final. Decreasing variables by only using cyclic will allow smoother
control.

c. Note the reaction of the aircraft after each maneuver; helicopters are complex systems
and single inputs will have multiple reactions.

d. For high power settings, depending on gross weight, groundspeed, wind conditions,
and torque application, at the end of the approach, the aircraft may stabilize in a hover
or, more likely, begin a rotation in one direction or the other.

e. For high power settings, the friction of the skids on the pavement will assist in
controlling the yaw as the aircraft settles. It should also be noted that the
corresponding decrease in torque created by lowering the collective for touchdown
may decrease a left yaw and may increase a right yaw.

f. For low power settings, the crew must expect and be prepared for a moderate to
strong right yaw to develop as the approach is completed.

g. For low power settings, the friction of the skids on the pavement will assist in
controlling the yaw as the aircraft settles. The corresponding decrease in torque
created by lowering the collective for touchdown will aid in decreasing any remaining
right yaw and can potentially generate a left yaw, depending on conditions.

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h. For low power settings, the rate of right yaw may be slow enough to accomplish a
power on landing (with twist grip full open) by simply lowering the collective in a
controlled manner. However, in most low power situations, the rate of yaw is too
swift to allow this technique.

i. Increasing collective will bring the nose of the helicopter to the right. Lowering
collective will bring the nose to the left (raise right, lower left). Reducing twist grip
will bring the nose to the left.

3. Common Errors and Safety Notes

a. Always remember that pedals work and shall be used if conditions warrant. Do not
forgo needed pedal inputs for the sake of simulation.

b. Set up for landing to a runway with a headwind (ideally left of centerline). If the nose
is not yawed left to some degree during the steady-state descent, terminate the
maneuver and execute a wave-off. Verify correct setup procedures, ensure conditions
(winds, gross weight, etc.) are optimized, and reattempt as desired, adjusting torque
settings as needed. If still unable to achieve a left yaw in the descent, do not attempt
to complete the maneuver.

c. Avoid rushing the maneuver.

d. Avoid over controlling the helicopter.

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 POWER OFF AND AUTOROTATION

INTRODUCTION

This chapter focuses on power off maneuvers and autorotational flight. The skills necessary to
fly the helicopter in the unlikely event of a complete engine failure are critical. These skills are
especially pertinent while flying single-engine helicopters.

Procedural knowledge, chair flight, and repetition are what make autorotational flight nearly
second nature to the skilled helicopter pilot. A thorough and working knowledge of the
procedures, aerodynamic profile, and factors are crucial to the execution of a successful power
off maneuver or autorotation.

Power off maneuvers and autorotations will be introduced in a hover, in a hover taxi, and finally
in the pattern. Before your first solo, you will be able to fly the aircraft through the transition
from powered flight to autorotational flight, maneuver for landing, and execute a safe landing.
With sound understanding of the procedures, these maneuvers can become some of the most
rewarding maneuvers you will fly. Your ability to successfully complete a practice autorotation
will build confidence in your ability to execute a landing in the event engine loss. Challenge
yourself to be as smooth on the controls as your Instructor.

SIMULATED ENGINE FAILURE IN A HOVER AND HOVER TAXI (CUT GUN)

Maneuver Description. A cut gun is an Instructor or Instructor Under Training (IUT)-initiated

maneuver simulating an engine failure in a hover or forward hover taxi.

Application. Hovering requires the use of high power output by the engine; therefore, if the
engine is susceptible to failure, it is quite probable the failure will occur while hovering. These
maneuvers build a trained response for power off performance of the helicopter, and awareness
of available pedal control and response and rotor inertia and response.

1. Procedures

a. Establish a stable, five-foot hover, or five-foot, five-KGS forward hover taxi into the
wind. The Instructor will rotate twist grip to idle to simulate loss of power.

 Instructor will announce, “Simulated.”

b. Maintain collective setting and allow aircraft to settle.

 Announce, “Freeze the collective.”

NOTE

The collective pitch must be held stationary until the helicopter

starts to descend.

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CHAPTER FIVE DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

c. Use pedals to stop yaw, and cyclic to eliminate aft and/or sideward drift to ensure
skids level.

i. Announce, “Stop the yaw and drift.”

ii. Anticipate right pedal and slight forward cyclic pressure.

iii. If yaw develops from a hover, use sufficient pedal input to stop the rotation and
accept the new heading.

iv. If yaw develops in a taxi, realign heading with the ground track before
touchdown.

v. In a hover taxi, maintain forward groundspeed.

CAUTION

Attempting to stop forward drift may result in a nose high

condition near the ground and a tail strike.

d. As the aircraft settles, use collective to cushion the landing.

i. Announce, “Cushion, cushion, cushion.”

ii. Increase collective smoothly commensurate with ROD to cushion landing.

iii. Once the collective is increased, it should not be decreased prior to touchdown.
If too much collective has been applied, freeze the collective and allow the
aircraft to resume a comfortable ROD. Then, cushion the touchdown with
remaining NR.

iv. Aircraft will land back skids first and then rotate forward. Do not slam
collective down after touchdown.

e. When both skids are firmly on the ground, smoothly lower the collective full down
and neutralize the controls.

 After the helicopter has landed, stop increasing collective pitch.

2. Amplification and Technique

a. The most important aspect of this maneuver is attitude control. Drift must be
eliminated, and the helicopter stabilized prior to touchdown. An important goal is to
achieve a level attitude for the landing. This is primary.

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b. When the engine falls to idle, torque is reduced significantly, and anti-torque (the left
pedal setting) is then left unopposed. Scan out to maintain heading and reduce tail
rotor pitch with slight right pedal to match the growing torque loss, or the nose will
yaw left. The later the input is made, the more right pedal will be required to stop the
turn.

c. As NR decays and right pedal is applied, the thrust produced by the tail rotor
decreases. With the engine online, translating tendency had been countered with
slight left pressure on the cyclic. Ease out this correction with a very slight amount of
right cyclic pressure, or the aircraft will drift left.

d. The pilot may have to consciously displace the cyclic slightly forward and right to
ensure the helicopter descends vertically. Do not drift aft or laterally. Slight forward
groundspeed is acceptable.

e. The helicopter will tend to hold altitude momentarily, allowing a short window to get
drift and yaw under control. The helicopter will then begin to settle. Let it settle.
Increasing collective to hold altitude leaves insufficient NR to cushion the landing.
This may result in a hard landing. Approaching the ground, smoothly increase
collective to reduce, but not eliminate, the ROD. Do not wait too long to respond
with collective, since too little, too late may also result in a hard landing.

f. Maintain a hover scan. Your peripheral vision tells you how high you are within a
matter of inches.

3. Safety Notes and Common Errors

a. Select a flat area to land.

b. Do not panic pull and inadvertently raise or lower the collective on entry.

c. The pilot must use the hover scan to safely perform the maneuver.

d. Pulling too much collective early may lead to a hard landing.

e. Stay relaxed on the controls. Natural human stress response is to inadvertently pull
aft cyclic and immediate up collective.

AUTOROTATIONS

Maneuver Description. An autorotation is a condition of non-powered flight in which rotor

RPM and thrust are produced from the reversed airflow through the rotor system. Autorotations
enable the pilot to land safely in the event of a loss of power at altitude (Figure 5-1).

Practice autorotations are preannounced. Once the aircraft is setup, the Instructor will initiate by
moving the twist grip to idle. IUTs can manipulate the twist grip.

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CHAPTER FIVE DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

Application. An autorotation occurs when the rotor system is driven by aerodynamic forces
rather than by the engine. Rotor speed and thrust are sustained by energy that is derived from the
airflow passing upward through the rotor system as the helicopter descends. Understanding the
dynamics specific to autorotative flight forms the core for executing many EPs (e.g., engine
failure and fire in flight).

1. Procedures

a. Fly downwind at 80 KIAS and a minimum of 800 feet AGL.

b. Announce, “Sock and lane.”

i. Check windsock, ensure there is no tailwind component, and note any

crosswind.

ii. Check lane and ensure 90- or 180-degree autorotation lane is clear of obstacles.
State intended area of recovery or landing (e.g., south of trees). Call out any
traffic in the lane.

c. Prior to entry, confirm entry parameters are obtained.

i. Check altitude and airspeed, and announce, “____ feet and 80 kts.”

ii. Trim and center ball, and announce, “Aircraft in trim.”

d. The Instructor will initiate the maneuver by reducing twist grip to idle. Lower the
collective, adjust NR and add right pedal to maintain balanced flight while turning to
course line, as required. Use the following verbal procedures:

i. Instructor/IUT

 “Initiating 3, 2, 1, idle” – Instructor reduces twist grip to idle.

ii. Student/IUT

(a). “Down” – Smoothly lower the collective to the full down position and
then adjust to control NR.

(b). “Right” – Use right pedal as necessary to center the ball and maintain
balanced flight.

(c). “Transition” – Use cyclic to transition to an 80 KIAS descending attitude.

(d). “Turn” – Maintain balanced flight, initiate a turn to intercept course line,
and establish crosswind correction as necessary.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FIVE

e. Transition to the 80–90-KIAS descending attitude. Monitor NR and control between

90 and 110 percent with collective (target 100–102 percent). Maintain balanced
flight. Use the following verbal procedures:

i. “Attitude” – Trim for an 80–90-KIAS descending attitude.

ii. “NR” – Use collective to control NR between 90 and 110 percent.

iii. “Ball” – Use pedals to maintain ball centered.

f. Intercept the course line and establish crosswind correction as necessary. Maintain
the 80–90-KIAS descending attitude.

g. At no lower than 300 feet AGL, ensure the aircraft is on course line.

 Announce, “300 feet on course line.”

h. At 150 feet AGL, begin flare with cyclic in order to reduce ROD and reduce
groundspeed. Control NR with collective and use pedals to align nose with direction
of travel.

i. Announce, “150 feet flare.”

ii. Ball may not be centered when aligning nose with direction of travel.

i. Following the flare, the Instructor/IUT will smoothly rotate twist grip to FLIGHT for
the power recovery autorotation or remain at IDLE for the full autorotation.

i. Announce, “Twist grip FLIGHT” for power recovery or “Twist grip IDLE” for
full autorotation.

ii. PNAC verbalizes verification with “Twist grip FLIGHT” or “Twist grip IDLE.”

CAUTION

Increasing twist grip during a power recover autorotation may

cause N2 over-speed. Immediately following the flare, note NR
below 103 percent and not increasing. A small increase in
collective may be necessary to reduce NR and stop increase.

j. Adjust flare, as required, to achieve desired groundspeed and minimal ROD.

 The goal is a minimal ROD at 15 feet AGL.

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k. At 15–20 feet AGL, coordinate up collective and forward cyclic to slow the ROD and
lower the nose to level (< 7-degree nose up). Use the following verbal procedures:

i. “Pull” – Increase collective to reduce ROD.

ii. “Pause” – Allow moment for aircraft ROD and groundspeed to decrease.

iii. “Level” – Apply forward cyclic to level the aircraft.

2. Recover in a forward hover taxi for the power recovery autorotation or cushion the landing
for the full autorotation.

a. Power recovery – Recover in a 5-foot hover taxi at a safe speed. Announce, “Taxi,
taxi, taxi.” A typical safe speed is 25+10 KGS.

b. Full – Use collective as necessary to cushion the landing and touchdown at a safe
speed. Align skids with direction of travel. Announce, “Cushion, cushion, cushion.”
A typical safe touchdown speed is 25+10 KGS.

CAUTION

Landing with zero KGS may be required in some real emergencies,

but performing a practice zero/zero autorotation leaves no margin
for error and could cause damage to the aircraft if over controlled
or done improperly. If the aircraft slows too much, it may
encounter a vertical ROD and rapid NR decay that is likely to
result in a hard landing.

Figure 5-1 Autorotation Profile

3. CRM

a. PAC briefs crew prior to each practice autorotation and includes type of auto and type
of recovery. (Communication)

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FIVE

b. PAC/PNAC ensures landing area is clear. (Situational Awareness)

c. PAC/PNAC ensures flare is initiated at 150 feet and follows with report of twist grip
position. (Situational Awareness)

4. Amplification and Technique

a. General

i. Autorotation entries will be practiced from the straight in 90- and 180-degree
positions. All practice autorotations shall be entered from at or above 800 feet
AGL, 80 KIAS, and balanced flight in a wings level attitude.

ii. Autorotations are initiated by reducing twist grip to idle and lowering the
collective to full down. Simultaneously adjust pedals to maintain balanced
flight (center ball) and adjust the cyclic to the appropriate descending attitude
(for higher gross weight autos, expect more nose down) while turning toward
the course line. Your Instructor will demonstrate the entry to you, emphasizing
the proper entry attitudes. Ensure that the engine is still running by checking
N1 and ITT.

iii. After entry, adjust collective approximately one inch above the full down to
help maintain NR in range.

iv. Upon reaching the course line, set the appropriate crosswind correction.

v. From all entry positions, but particularly true of the 180-degree entry, a primary
concern is getting the aircraft into the course line with as much altitude as
possible. Insufficient altitude once on course line decreases time available to
properly execute autorotation procedures and may result in an over-torque or
hard landing. Once the collective has been lowered and the twist grip rotated to
flight idle, the helicopter will begin to lose altitude. A delayed turn will mean a
lower altitude when arriving into the course line. Additionally, out of balanced
flight condition and improper descending attitude will also result in an increased
ROD.

vi. During the turn to the course line, a scan pattern to see outside as well as inside
the cockpit should be used. Of primary importance outside is maintaining the
appropriate descending attitude and a proper rate of turn. Essential items to
scan inside are airspeed, NR, and the balance ball (summarized as “Attitude,
NR, and ball”). Rotor RPM will build anytime G-forces are applied to the rotor
system. Usually, this occurs in the turn to the course line and during the
deceleration flare.

vii. Inertia is a very important property of all rotating components. Use the residual
inertia stored in the rotor system to cushion the landing. At the bottom of the

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CHAPTER FIVE DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

autorotation, we produce more lift by raising the collective, which increases the
AOA of the blades. This destroys the balance of forces on the rotor; drag
increases sharply and the NR begins to decay. You must develop a feel for
residual inertia and use it like a miser so there is enough left for a smooth
landing. The NR you have available to use for cushioning is like a bank
account governed by the most rigid of banking laws. If you use it all before you
get to the ground, you are at the mercy of gravity. It is a great feeling to find
you have made a good landing and there is something left in your account.
However, it is a miserable feeling when the bottom falls out and you know there
is nothing you can do.

viii. Under most conditions, it is easy to make a smooth touchdown from an

autorotation in the TH-73A. The trouble is there are still a few ways to foul it
up; tension, slow reaction, inexperience, and ignorance are generally at the root
of most difficulties. Learn all you can about this maneuver and develop a feel
for the variables involved. With knowledge and proficiency comes confidence,
and confidence relieves tension. This can be the most enjoyable maneuver you
will do!

ix. Upon arriving into the course line, prior to the flare, the scan should focus
almost entirely outside. The scan should include:

(a). OUT to the horizon for attitude, ground track, and nose alignment

(b). DOWN for altitude to set the flare and for closure (groundspeed)

(c). IN to cross check airspeed in the descent

b. Power Recovery

i. Power recovery autos are practiced so that you will become comfortable with
autorotative procedures prior to being introduced to full autos.

ii. After initiating the flare, open the twist grip. There will be sufficient time for a
positive, smooth rotation to flight. Every autorotational flare will be different.
The amount of flare required will be a function of the existing wind conditions,
airspeed, DA, and the aircraft gross weight. Do not be mechanical! Scan
groundspeed and ROD, and adjust the nose attitude to make appropriate
corrections. Maintain an outside scan. The PAC should scan the radar altimeter
the last time crossing 150 feet AGL. Below 150 feet AGL, both aircrew are
focused on an outside scan. The goal is to have minimal ROD through use of
the flare at approximately 15–20 feet AGL.

iii. At 15–20 feet, suddenly and smoothly increase the collective to slow ROD and
lower the nose below 7-degree nose up. Left pedal will be required to maintain
heading due to the increase in torque.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FIVE

iv. Once the aircraft is stabilized in an air taxi, check the gauges/caution lights and
a transition to forward flight may be initiated. With minimum delay in the air
taxi, no clearing turns are necessary.

v. Avoid the tendency to either scan too close to the aircraft or fixate on the
landing area. Failure to scan out may result in a nose-high touchdown attitude.

c. Full Autorotation

i. A full autorotation is performed in the same manner as the practice autorotation

with power recovery except that the twist grip remains at flight idle throughout
the maneuver.

ii. Avoid the tendency to pull the collective early. Wait until 10–15 feet and then
check the collective sufficiently to slow the ROD but do not stop it. Remember
to keep the scan moving; do not fixate on the landing area!

iii. As you level the nose, the maneuver should look very similar to a cut gun in an
air taxi.

iv. Make every effort to control the ROD with collective when approaching the
ground for touchdown. Cushion the landing; do not just raise the collective.
Keep the level attitude and maintain heading with the pedals.

v. Touchdown at a safe speed, ensure skids aligned with direction of travel and
clear area. A typical safe touchdown speed is 25+10 KGS.

vi. Reduction of the collective at an excessive rate and/or magnitude upon

touchdown may result in the skids digging in and the aircraft rocking forward
precipitously. Reduction of the collective to the full down position should only
be accomplished when the aircraft has come to a complete stop.

vii. Maintain aircraft heading with rudder pedals.

5. Common Errors and Safety Notes

a. Entering the maneuver off altitude, airspeed, not wings level, or out of balanced flight

b. Improper transition to descending attitude

c. Improper use of anti-torque pedals on entry (i.e., adding left pedal in a left turn)

d. Failure to maintain balanced flight through the turn

e. Failure to maintain NR

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CHAPTER FIVE DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

f. Improper flare (too much or not enough)

g. Failure to maintain heading while opening twist grip

h. Failure to establish the appropriate crosswind correction, allowing the aircraft to drift

i. Flaring too low or too high

j. Initial collective pull either too high or too low

k. Excessive yaw when increasing collective to slow ROD with power recovery
autorotations

l. Excessive groundspeed

m. Landing with aircraft skids not aligned with direction of travel

n. Insufficient cushioning on full autorotations

o. Collective pulled too high, resulting in NR too low for control of ground contact and
tail rotor control inadequate to hold heading

p. Collective pulled too late, resulting in a fast touchdown and a hard uncontrollable
landing

q. Leveling too soon or too fast, resulting in acceleration and excessive groundspeed

r. Not leveling below eight-degree nose up before touchdown, causing tail skid contact
with the ground

s. Abrupt control inputs on touchdown

t. Lowering the collective too fast and/or too soon once the skids have touched the deck

u. Not realizing where the winds are coming from and at what intensity when initiating
maneuver

SIMULATED ENGINE FAILURE AT ALTITUDE

Maneuver Description. A simulated engine failure at altitude is an unannounced Instructor-

initiated maneuver simulating a loss of power at altitude. This maneuver can be completed as a
power recovery autorotation, full autorotation, or power off wave-off (at Instructor discretion).
Application. The simulated engine failure at altitude is an immediate response-training
maneuver that helps develop proper and rapid pilot reactions to an engine failure. Learning to
respond quickly, confidently, and correctly is the key to a successful recovery from any type of
emergency.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FIVE

1. Procedures

a. The Instructor will initiate by rotating the twist grip to flight idle to simulate a loss of
power.

 Instructor will announce, “Simulated.”

b. Enter an autorotation by smoothly lowering the collective to the full down position
and simultaneously adding right pedal to maintain balanced flight. Transition to the
80-KIAS descending attitude and turn to the course line. Use the following verbal
procedures:

i. “Down” – Smoothly lower the collective to the full down position and then
adjust to control NR (aircraft is already at or below idle).

ii. “Right” – Use right pedal as necessary to center the ball and maintain balanced
flight.

iii. “Transition” – Use cyclic to transition to an 80-KIAS descending attitude.

iv. “Turn” – Maintain balanced flight, initiate a turn to intercept course line, and
establish crosswind correction as necessary.

c. Maintain 80 KIAS, and monitor and control NR within limits with collective.
Maintain balanced flight. Use the following verbal procedures:

i. “Attitude” – Trim for an 80-KIAS descending attitude.

ii. “NR” – Use collective to control NR between 90 and 110 percent.

iii. “Ball” – Use pedals to maintain ball centered.

d. Direct PNAC to transmit MAYDAY call, switch the transponder to emergency, and
perform engine restart in-flight procedure. Use the following verbal procedures:

i. “Talk” – PNAC simulates transmitting MAYDAY call.

ii. “Squawk” – PNAC simulates squawking emergency.

iii. “Restart” – PNAC simulates performing engine restart in flight.

e. Complete (as briefed) as either a power recovery autorotation, full autorotation, or

power off wave-off.

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CHAPTER FIVE DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

2. CRM

 The Instructor states whether the maneuver will be completed as a power recovery
autorotation, full autorotation, or power off wave-off. (Communication)

3. Amplification and Technique

a. Simulated engine failures at altitude will be practiced from the straight in 90- and
180-degree positions. All simulated engine failures at altitude shall be initiated at or
above 500 feet AGL, 80 KIAS, and balanced flight.

b. With any malfunction, ensure the correctness of the malfunction warning by cross
checking gauges. For the purposes of training, it is assumed that the Instructor
ensured an engine loss before announcing the engine has failed.

c. The Instructor shall announce, “Simulated,” once the PAC recognizes the symptoms
and initiates the appropriate action. The PAC shall immediately, yet smoothly, lower
the collective to the full down position to prevent NR decay and, if required,
commence a turn to the intended landing area. This transition step shall be verbalized
as “Down, right, transition, turn.” Select an airspeed between the minimum ROD (70
KIAS) and maximum glide (100 KIAS) airspeeds that will allow the aircraft to safely
transition to the landing area. Remember the range of airspeeds between maximum
glide and minimum ROD airspeeds. Accordingly, find an autorotational airspeed that
will get the helicopter safely to the landing area. The helicopter must be wings level
by 150 feet AGL, even if the aircraft is not aligned with the recovery course line.
This transition step may be verbally summarized, (i.e., “Down, right, transition,
turn”).

d. Initiate the autorotation by smoothly lowering the collective to the full down position.
Simultaneously adjust pedals to maintain balanced flight (center ball) and adjust the
cyclic to the appropriate descending attitude. Ensure that the engine is still running
by checking N1 and ITT.

e. During the autorotative descent, the PAC will direct the PNAC to simulate a
MAYDAY call over the Intercommunication System (ICS), simulate switching the
transponder to emergency, and simulate completing the engine restart in-flight
procedure.

4. Common Errors and Safety Notes

a. Failure to lower collective fully after initial power loss

b. Failure to adjust airspeed

c. Failure to maintain NR within limits

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER FIVE

d. Failure to maintain balanced flight

e. Failure to make voice report

f. Improper selection of landing area

g. Failure to make the selected landing area

h. Failure to level wings at 150 feet when at site if not into course line

i. Failure to make power recovery at site (unless otherwise briefed)

SIMULATED ENGINE FAILURE ON TAKEOFF

Maneuver Description. A simulated engine failure on takeoff is a maneuver simulating a loss

of power while on takeoff profile.

Application. The simulated engine failure on takeoff is an immediate response-training

maneuver that helps develop proper and rapid pilot reactions to an engine failure. Learning to
respond quickly, confidently, and correctly is the key to a successful recovery from any type of
emergency.

1. Procedures

a. Start a transition to forward flight and climb to an altitude at or above 50 feet and no
slower than 70 KIAS.

 Instructor will announce, “Simulated.”

b. While maintaining the climb power collective setting, rotate the twist grip to flight
idle.

c. Commensurate with airspeed and altitude, lower the collective and adjust the nose
altitude to control groundspeed and ROD. Monitor NR and control with collective.

d. Complete as a power recovery autorotation.

2. Amplification and Techniques

a. Initial response to successfully recover from an engine failure on takeoff will depend
upon your nose attitude.

b. If engine failure occurs below airspeed needed to flare, lower nose and prepare for a
low flare with a sliding landing.

c. Upon reaching the flare altitude, complete the autorotation using normal procedures.

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CHAPTER FIVE DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

3. Common Errors and Safety Notes

a. Failure to lower collective fully after initial power loss

b. Failure to adjust airspeed

c. Failure to maintain NR within limits

d. Failure to make power recovery at site

5-14 POWER OFF AND AUTOROTATION

 DEMONSTRATION MANEUVERS

INTRODUCTION

This chapter discusses and describes maneuvers the IUT shall be required to perform and
maneuvers the Instructor will demonstrate to the SNA. The SNA will not execute these
maneuvers; a thorough understanding of the procedures will enhance your learning and help
make you a more competent helicopter pilot. If, during the course of your studies, you do not
understand these maneuvers, simply ask your Instructor to explain further what the learning
objective is for the demonstrated maneuver.

LOW REVOLUTIONS PER MINUTE RECOVERY

Maneuver Description. A low RPM recovery demonstrates a proper method of recovering

from a low RPM situation.

Application. This procedure allows for practice of recovering from a low RPM situation when
in a power off maneuver, a cut gun, or full autorotation.

1. Procedures

a. Enter autorotation.

b. At 125–150 feet, flare and simulate forgetting to rotate the twist grip open.

c. At 20–25 feet, crack open throttle, lower the nose toward level, and simultaneously
increase collective.

 Do not allow rotor RPM to bleed below 90 percent.

d. Smoothly rotate the twist grip to full open.

 Complete the recovery in a five-KGS, five-foot hover taxi.

2. Amplification and Technique

a. Coordinate twist grip as necessary to maintain NR above 90 percent while adjusting

cyclic to recover no faster than 10 KGS.

b. Ensure twist grip is in flight before continuing to forward flight.

c. If NR decreases too low, loss of tail rotor authority may occur. If possible, consider
rotating twist grip to idle and complete cut gun to ground.

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CHAPTER SIX DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

3. Common Errors and Safety Notes

a. Do not open the twist grip before arriving at 25 feet.

b. Do not use excessive flare causing vertical descent profile below 150 feet AGL.

c. Ensure twist grip and collective application are coordinated. Monitor engine
temperatures and NR for overages.

FLIGHT DIRECTOR MODES

Maneuver Description. This maneuver is designed to introduce basic use of the autopilot Flight
Director (FD) modes engaging the Altitude (ALT), Indicated Airspeed (IAS), and Heading
(HDG) FD modes.

Application. The emphasis of familiarization flights is the manual use of flight controls. The
familiarization flight skills are important to build proficiency as SNAs progress to fleet aircraft.
These procedures are designed to allow basic understanding of FD modes, use cases, and how to
turn off the system. The FD provides hands-off control of the aircraft for the mode in use;
however, these systems must be constantly monitored, and SNAs will find future fleet aircraft
have varying or limited autopilot capabilities.

1. Procedures

 Stabilize aircraft in straight and level flight above 500 feet.

 Ensure clear airspace and crew notified of intentions.

2. ALT mode – Uses static pressure to maintain the current altitude when selected

a. Engage ALT FD mode.

i. ALT pushbutton will illuminate; ALT mode is noted on PFD.

ii. Aircraft will maintain current altitude when ALT mode selected. The pilot must
continue to adjust collective to maintain airspeed.

iii. Use cyclic and pedals to maintain heading.

b. Adjust collective to increase and decrease airspeed.

i. Note how changes in power increase and decrease airspeed while maintaining
altitude.

ii. Use pedal trim to maintain balanced flight.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER SIX

c. Disengage ALT FD mode.

i. Pressing the ALT pushbutton will disengage the mode selected.

ii. Pressing the Standby (SBY) pushbutton on the FD mode selector panel or
pressing the FD SBY button on the cyclic will disengage all modes.

3. IAS mode – Uses data from air data subsystem to maintain the selected indicated airspeed

a. Set desired airspeed.

b. Engage IAS mode.

i. IAS pushbutton will illuminate; IAS mode is noted on PFD.

ii. Aircraft will use pitch to maintain airspeed when IAS mode selected. The pilot
must continue to adjust the collective to maintain altitude.

i. Use cyclic and pedals to maintain heading.

c. Adjust collective to climb and descend.

i. Note how changes in power will cause aircraft to climb and descend while
maintaining altitude.

ii. Use pedal trim to maintain balanced flight.

d. Disengage IAS mode.

i. Pressing the IAS pushbutton will disengage the mode selected.

ii. Pressing the SBY pushbutton on the FD mode selector panel or pressing the FD
SBY button on the cyclic will disengage all modes.

4. HDG mode – Uses the FD computer to intercept the selected heading

a. Set desired heading.

 Heading is determined by the heading bug set via the dial on the PFD; pressing
the dial in will reset the heading bug to the current heading.

b. Engage HDG mode.

i. HDG pushbutton will illuminate; HDG mode is noted on PFD.

ii. Aircraft will use roll control inputs from the FD computer to maintain the

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CHAPTER SIX DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

selected heading. The pilot must continue to adjust the collective to maintain
altitude and airspeed.

iii. Use cyclic and pedals to maintain heading.

c. Adjust heading bug.

 Note aircraft response when adjusting the heading bug PFD dial. Aircraft will
turn to and hold new heading.

d. Disengage HDG mode.

i. Pressing the HDG pushbutton will disengage the mode selected.

ii. Pressing the SBY pushbutton on the FD mode selector panel or pressing the FD
SBY button on the cyclic will disengage all modes.

5. Amplification and Technique

a. It is recommended that the nonflying copilot engage and disengage FD modes on the
FD mode selector panel. Ensure crew is alerted to FD mode status changes.

b. FD modes are designed to assist with pilot workload when high workload exists,
especially in the instrument environment. Understanding system components and
limitation is needed for safe use of FD modes.

c. Always be ready to disengage FD modes if aircraft begins to enter unsafe flight

envelope.

6. Common Errors and Safety Notes

a. Not monitoring aircraft flight parameters after selecting a FD mode

b. Engaging FD modes below 500 feet AGL

c. Engaging heading mode without selecting desired heading

d. Allowing aircraft to slow or descent due to lack of collective application

MAXIMUM GLIDE AUTOROTATION

Maneuver Description. The maximum glide autorotation demonstrates the increased ROD and
increased glide distance with increased airspeed in the autorotation. The maneuver should be
conducted as a straight-in autorotation entry.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER SIX

Application. This maneuver would be used in the event of power loss when the nearest safe
landing site is an extended distance from the point of engine failure.

1. Procedures

a. Execute an autorotation at 70 KIAS, the minimum ROD.

 Note glide distance.

b. Execute an autorotation at 100 KIAS, the maximum glide airspeed.

i. Maintain the same entry airspeed and altitude as the minimum ROD.

ii. At 150 feet, slowly flare, trading airspeed for distance over the ground.

iii. At minimum ROD, complete the autorotation.

iv. Note the increased glide distance.

2. Amplification and Technique

a. Ensure same entry points for both autorotations to perceive differences between
procedures.

b. This demonstration should be terminated in a power recovery autorotation. Ensure

both maneuvers terminate in the same manner.

3. Common Errors and Safety Notes

 Maintain desired airspeed throughout maneuver.

HOGE AUTOROTATION

Maneuver Description. This maneuver will allow aircrew to land an autorotation in an area just
below the nose of the helicopter.

Application. During an engine failure, the safest point to land may be directly underneath or
close to the helicopter. Pitching the nose up and letting the aircraft descend vertically onto the
appropriate glideslope profile may be the best choice.

1. Procedures

a. Identify the intended landing area.

b. Maintain balanced flight above 800 feet AGL on final.

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CHAPTER SIX DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

c. Enter autorotation, smoothly adjust cyclic and collective to maintain NR, and
decrease groundspeed to zero.

d. Once the aircraft starts descent, smoothly move cyclic to level skids. Allow aircraft
to descend vertically.

 Scan to the side to ensure aircraft is descending vertically.

e. Before reaching the autorotation glideslope, apply forward cyclic to lower the nose
and re-intercept the glideslope (this is commonly called re-attack of the 80-kt
autorotation attitude). Do not delay re-attack.

 If re-attack is too early, multiple re-attacks can be made provided the crew
determines there is suitable altitude remaining to gain 80-kt attitude.

f. At 125–150 feet AGL, flare and continue with autorotation procedures.

 Aim to arrive at expected gate for autorotations.

2. Amplification and Techniques

a. The challenge of this maneuver is determining when to re-attack. This determination

is largely based on winds and external conditions. If pilot waits until the aircraft
appears to be on glideslope to re-attack, the aircraft will be below glideslope and will
land short of the intended landing area. If too early, S-turns can be used to regain
glideslope.

b. During pitch up and vertical descent, monitor NR. The NR will decline but should
regain with re-attack. Do not allow NR to decrease below 90 percent.

c. There is no requirement to land at intended landing point; ensure aircraft is kept in

safe profile.

d. This maneuver is intended to be guidance, not a step-by-step procedure for every

scenario. Monitor aircraft, position, and instruments.

e. In order to keep energy in the rotor system, it is necessary to maintain the same 80-kt
autorotation attitude (not airspeed) on final following the re-attack. During the
descent, the PAC must avoid a natural tendency to want to pull aft cyclic prior to
flare as the aircraft approaches the ground. Allowing this premature change in nose
attitude will unnecessarily bleed energy (in the form of airspeed) too early when it
should be saved to maximize the benefits of the flare.

f. Aircrews should imagine a 100-foot AGL gate through which to pass on short final to
the intended landing area. At this position, the goal is to have the helicopter in the
same energy profile on all autorotations. This will simplify landings because

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER SIX

autorotative profiles below 100 feet should look similar on all passes to maximize
safety in the training environment.

3. Common Errors and Safety Notes

a. Frequent scanning inside of instruments (focus on outside the cockpit with minimal
reference to cockpit instruments)

b. Allowing the nose to rise from the 80-kt autorotation attitude as the aircraft closes
with the ground prior to the flare

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6-8 DEMONSTRATION MANEUVERS

 EMERGENCY PROCEDURES

INTRODUCTION

This chapter introduces the necessary EPs for day familiarization flights. Learning EPs is a
necessary aspect of flying. All aviators should be knowledgeable of the procedures contained in
the applicable NATOPS manual and thoroughly aware of the capabilities and limitations of their
aircraft. This is the only way to adequately and safely cope with any emergency situation
encountered in flight. Simulated emergency training, engine failures, caution and warning lights,
system malfunctions, and irregular single instrument indications are used to achieve a proficient
and confident response to emergencies.

LEARNING EPS

The EPs required for this aircraft are explained in chapter 12 of NATOPS, and additional
aerodynamic emergency information can be found in chapter 11. In all EPs, apply the Aviate,
Navigate, Communicate axiom. The familiarization stage is primarily concerned with the first
step. When learning to aviate in emergency conditions, use the approach to set priorities and
make decisions.

Emergencies fall into two categories: those requiring immediate pilot reaction in order to
prevent further difficulty and those that do not. To make an immediate and accurate distinction,
consider that any loss of power, control, or structural integrity requires immediate action in order
to continue aviating. In general, any other abnormalities are of a noncritical nature. NATOPS
EP steps are geared toward either: 1) maintaining or regaining power available, 2) maintaining
control (NR, cyclic, or tail rotor authority), or 3) minimizing further damage and getting the
helicopter on deck.

Critical emergencies require immediate identification and reaction. Not all situations requiring
immediate action are listed in the EP chapter. Examples of these emergencies are VRS, unusual
attitudes, and bird strikes. Additionally, not all emergency situations arise from aircraft
malfunctions.

The second category of emergencies, the noncritical group, consists of those indications of an
impending failure, which, if not analyzed and handled quickly, could develop into a critical or
immediate response situation. These situations afford the pilot a few moments to analyze the
malfunction, minimize impact, and fly to a controlled landing. Examples of these situations are
instrument and caution panel indications, sounds, and vibrations.

When, after a few moments of careful analysis, the pilot determines the abnormal indications
will not likely develop into one of the two categories of emergencies discussed above, the pilot
will initiate action for a system failure. The required action may range from altering or aborting
the planned mission to merely noting the problem for maintenance action and then continuing as
planned.

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In later stages of training, students will be expected to consider additional factors such as crew,
environment, other aircraft, and controlling agencies, as discussed in the corresponding FTIs.

For simulated emergencies on deck:

 Recite all memory items.

 Call for the Pocket Checklist (PCL).

 Be familiar with (do not memorize) all non-memory items from NATOPS checklists.

CREW ALERTING SYSTEM MESSAGES

Single instrument indications involve the engine performance instruments and caution and
warning lights. For example, in one case, the Instructor may ask, “What would you do if the
torque meter suddenly fell to zero?” Simulated over-temps, loss of pressure, and abnormal
indications on flight instruments require analysis of the fault and identification of the proper
procedure. Consider each flight instrument and ask the following question: What would you do
if that instrument fluctuates, falls to zero, or exceeds maximum or normal operating limits?

SIMULATED EMERGENCIES AT ALTITUDE

Maneuver Description. Simulated emergencies are Instructor-initiated maneuvers designed to

analyze the student’s understanding of, and proper response to, various simulated emergency
conditions or situations.

Application. Simulated emergencies are practiced on every flight to challenge the student’s
knowledge of systems malfunctions and evaluate the headwork, basic air work, and procedures
involved in correctly responding to various simulated emergency conditions or situations. They
encompass all single instrument indications, caution and warning lights, and symptoms of
various emergencies.

1. Procedures

a. The Instructor initiates the maneuver by inducing or informing the student of the
simulated emergency condition or situation.

 For example, “Ng and ITT are fluctuating opposite directions.”

b. Maintain control of the aircraft, ideally towards the nearest landing site where a safe
landing can be made, and alert the crew to the condition.

 Since helicopters do not glide well and have the option to land in a field, turning
towards a landing site is recommended. It is easier to finish the EP with a
landing site readily available and not have landing criteria than to realize your
situation has a landing criteria after flying away from a suitable landing site.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER SEVEN

c. Determine the precise nature of the problem.

i. Identify the emergency condition or situation, such as, “We have a compressor
stall.”

ii. Sound knowledge of EPs allows anticipation of landing criteria at stake.

d. Complete the applicable EP or take action as appropriate for the problem.

i. Recite the applicable NATOPS critical memory items and simulate or delegate
completion as appropriate. For example, “Collective lower, engine anti-ice
on…”

ii. Task the PNAC to break out the PCL at the completion of the memory items
even if non-memory items are not associated with the emergency.

e. Determine the landing criteria.

 “Sir/ma’am, we have a land as soon as practical/possible emergency.”

f. Delegate emergency landing steps:

i. “Lock” – Both pilots lock shoulder harness.

ii. “Talk” – PNAC makes an appropriate (simulated) emergency radio

transmission.

iii. “Squawk” – Transponder is set to 7700 emergency (call for but simulate).

iv. Time permitting, PAC calls for the PNAC to conduct landing checks.

2. Away from a Field

 Set up for an approach appropriate to the emergency but initiate wave-off by 400 feet
AGL to recover, but no lower than 300 feet and no slower than 50 KIAS.

3. At a Field/OLF

 Terminate in an appropriate landing for the emergency.

 For example, simulated under-speeds may be completed to a sliding landing if

insufficient power exists to execute a vertical landing.

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CHAPTER SEVEN DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

4. Amplification and Technique

a. When airborne, an emergency landing site should always be in mind. In the event of
an actual or simulated emergency, little or no time should be wasted in beginning an
approach to a landing site. Ask your Instructor about techniques for site selection.

b. If the aircraft was at Pond Creek Bridge, inbound to Spencer, “Land as soon as
practicable” may be interpreted as landing at the nearest aerodrome (Spencer). Flying
by one aerodrome to continue to another would therefore constitute extended flight.
If on a cross-country and an aerodrome is not within a reasonable distance (further
than 15–20 minutes flight time), consideration should be given to landing at a site
(e.g., farmer’s field) at which the pilot is positively sure the landing will result in zero
damage to the aircraft or private property.

c. Very few emergencies require immediate pilot response. Though autorotation is

emphasized in the syllabus, it is not the correct first response to most emergencies.
Do not enter an autorotation as an automatic response to an unexpected caution light
stimulus.

5. Common Errors and Safety Notes

a. Entering an autorotation when a powered approach was appropriate

b. Failure to select a potential landing site prior to the simulated emergency

c. Failure to remember EPs in the air

d. Overshooting and/or undershooting LZ due to poor headwork and/or basic air work

e. Failure to initiate voice reports

f. Failure to plan practice approach into the wind

g. Failure to use copilot (CRM)

6. CRM

a. Ground Emergencies

i. Any crewmember recognizes and identifies an emergency. (Situational

Awareness)

ii. Any crewmember announces emergency to all crewmembers. (Communication)

iii. PAC initiates emergency response by verbalizing memory items/procedures per

NATOPS checklist to the entire crew while simultaneously completing
appropriate procedures. (Leadership)

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER SEVEN

iv. PNAC backs up PAC on EPs and checklists and completes assigned procedures.
(Adaptability and/or Flexibility)

v. PAC and/or PNAC notifies Ground and Tower when problems exist that could
require emergency response and/or assistance. (Communication)

b. Airborne Emergencies

i. Any crewmember recognizes and identifies an emergency. (Situational

Awareness)

ii. Any crewmember announces emergency to all crewmembers.

(Communication)

iii. PAC flies aircraft – Aviate. (Situational Awareness)

iv. PAC initiates emergency response by verbalizing memory items/procedures per

NATOPS checklist to the entire crew while simultaneously completing
appropriate procedures. (Leadership)

v. PNAC backs up PAC on EPs and checklists and completes assigned procedures.
(Adaptability/Flexibility)

vi. PNAC breaks out NATOPS PCL, verbalizing EPs. (Communication)

vii. PNAC obtains dual concurrence from PAC on system switches.

(Communication)

viii. PAC navigates aircraft to safe landing site. (Adaptability and/or Flexibility)

ix. PNAC transmits PAN/MAYDAY on guard (over ICS if simulated).

(Communication)

x. PNAC squawks emergency (if applicable). (Communication)

CHECKING POWER AVAILABLE AT ALTITUDE

Maneuver Description. Checking power available is performed for two reasons in flight: (1) to
determine if level flight is possible and (2) to determine what kind of a landing can be made.

Application. When an EP requires you to “Check power available,” you must quickly determine
if continued level flight is possible. If sufficient power is not available, you will be forced to
autorotate. If you have sufficient power to maintain level flight, you will be executing a “land as
soon as possible” Precautionary Emergency Landing (PEL).

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CHAPTER SEVEN DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE

1. Procedures

 Smoothly increase collective until VSI centers at 0, NR decays to 90 percent, or the

compressor stall re-aggravates.

 Each NR percent below 90 percent is exponentially less efficient.

2. If Unable to Zero VSI with NR at or Above 90 Percent

a. Smoothly adjust airspeed to 60 KIAS. Repeat step 1.

 Flying at 60 KIAS reduces power required for level flight.

b. If still unable to 0 VSI with NR > 90 percent with compressor stall cleared and at 60
KIAS, power is insufficient to maintain level flight. Complete the applicable EPs.

 Autorotation is a last resort. If unable to maintain level flight, there are still
other options available.

3. If Able to 0 VSI with NR at or Above 90 Percent

a. Power is sufficient to maintain level flight. Continue collective pull to determine

maximum power available.

i. Increase collective until an operating limit is reached, NR decays to 90 percent,

or compressor stall is re-aggravated.

ii. Note torque. This is the maximum power available. Plan to fly approach
profile that uses less torque than this.

b. Compare maximum power available to previously observed HIGE torque to

determine type of landing available.

4. Amplification and Technique

a. The first question power checks answer is, “Can the aircraft maintain altitude?” The
wrong answer can have dire consequences. Be sure steps 1–3 were correctly
completed before committing to an autorotation.

b. If NR is below 90 percent, airspeed is at 60 KIAS, and you still have a ROD, you do
not have enough power to maintain level flight. You will be required to affect an
autorotative landing. You may use the power you have available to better position
yourself for such a landing. When in position for the auto, lower the collective. Do
not bring the twist grip to FLIGHT IDLE. The power you do have available may be
used to cushion at the bottom of the autorotation or to effect a landing.

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DAY FAMILIARIZATION HELICOPTER ADVANCED PHASE CHAPTER SEVEN

c. If NR is at or above 90 percent and the VSI is at or above 0, you will be able to

maintain level flight. You also need to prepare for a land as soon as possible PEL.
To determine what type of landing you can make (e.g., vertical, no hover, and sliding)
and the suitable landing site, you will have to determine the power available.

d. Following the last step of the EP, simply and slowly raise the collective until you
reach an operating limit (N1, ITT, torque); NR decays below 90 percent. Note your
torque. This is the torque you have available to land.

e. Compare your torque available to the torque required to hover prior to departure. If
you have that torque available, you may execute an approach to a hover and then a
vertical landing. If you do not have available the amount required for a hover, you
will need to execute a no hover or (more likely) a sliding landing. You may now look
for a landing site suitable for landing safely.

5. Common Errors and Safety Notes

a. Rushing through the initial power check and determining that power is not sufficient

b. Entering the autorotation when not in position

c. Selecting a landing site not suitable for the power available

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7-8 EMERGENCY PROCEDURES

 GLOSSARY

90⁰ Position – The place in a VFR pattern in which the aircraft heading is 90⁰ from the desired
approach course as the pilot is turning from the downwind to final.

180⁰ Position – The place in a VFR pattern that is abeam the intended point of landing on a
heading 180⁰ from the desired approach course. The pilot initiates the descent at this point.

Aborted takeoff – A maneuver that enables the pilot to stop transitioning to forward flight and
land the helicopter.

Acceleration (a) – The rate of change of velocity per unit of time. It is a vector quantity.

Aileron – A flight control surface that adjusts the lift each wing of a fixed-wing aircraft
independently, causing the aircraft to bank and turn.

Aircraft issue – The portion of maintenance control responsible for assigning aircraft to specific
flight and ground training events.

Airspeed – The speed of an aircraft in relation to the air through which it is passing.

Airspeed indicator – An aircraft instrument that shows how quickly the aircraft is moving
through the air.

Altimeter – Aircraft instrument that shows the aircraft’s altitude.

Altimeter setting – The value of the atmospheric pressure used to adjust the sub-scale of a
pressure altimeter so that it indicates the height of an aircraft above a known reference surface.

Altitude – The height of an aircraft above a specific reference, usually either the ground or Mean
Sea Level (MSL).

Angle of Attack (AOA) – The angle between the chord line of the blade and the relative
airflow/wind. This angle is independent of the pitch angle.

Angle of Bank (AOB) – The angle of roll in either direction as compared to a level horizon.

Anti-torque device – A method used to counteract torque reaction of the helicopter fuselage in
response to the rotation of the main rotor.

Anti-torque pedals – The pilot flight control that adjusts the amount of thrust generated by the
tail rotor, thus counteracting the rotational torque effect of the main rotor. The pedals are used to
maintain heading in a hover and to maintain balanced flight while in forward motion.

GLOSSARY A-1
APPENDIX A DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

Artificial feel – An aspect of the force trim system that causes pilots to feel more resistance the
further they move a flight control away from its trimmed position.

Attitude – The position of an aircraft as determined by the inclination of the axes to some frame
of reference.

Attitude indicator – An aircraft instrument that shows the aircraft’s attitude in relation to a level
plane.

Attitude, NR, Ball – A mnemonic used to remember the scan pattern during an autorotative
descent.

Autorotation – The descending flight of a helicopter without engine power where the air
approaching from below the rotor disk (upward induced flow) keeps the rotor blades turning at
an operational speed.

Aviate, Navigate, Communicate – An axiom by which pilots abide when faced with an
emergency situation.

Axis – A line passing through a body about which the body rotates or may be assumed to rotate,
any arbitrary line of reference such as a line about which the parts of a body or system are
symmetrically distributed, or a line along which a force is directed; for example, an axis of
thrust.

Blowback – The pitch-up tendency as the aircraft accelerates due to the flapping, which
compensates for dissymmetry of lift.

Center of Gravity (CG) – A point within an object through which all the forces of gravity are
considered to act.

Centrifugal force – The outward force created by the rotation of the main rotor and opposed by
centripetal force.

Collective – The pilot flight control that adjusts the amount of thrust produced by the main rotor.
It is comparable to the throttle in a fixed wing aircraft.

Collective feathering – The equal and simultaneous mechanical change of blade pitch (the AOI)
of all rotor blades in a rotor system.

Control surface – A movable airfoil designed to be rotated or otherwise moved to change the
speed or direction of an aircraft.

Crew Resource Management (CRM) – A process of coordinated action among crewmembers

that enables them to interact effectively while performing mission tasks.

A-2 GLOSSARY
DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE APPENDIX A

Critical memory items – Those steps in an emergency procedure that must be committed to
memory and recited verbatim.

Cut gun – See Simulated Engine Failure in a Hover and Hover Taxi.

Cyclic – The pilot flight control that adjusts the pitch attitude and roll angle of the helicopter.

Cyclic feathering – The mechanical change of blade pitch (the AOI) of individual rotor blades
independently of the other blades in the system.

Decay – A loss of NR that occurs when the engine can no longer deliver enough power to
maintain NR at the desired constant setting.

Degraded visual environment – A condition on takeoff or landing in which the pilot has
difficulty discerning the ground or the area around the helicopter due to dust, dirt, sand, debris,
or snow kicked up by the helicopter’s downwash.

Density Altitude (DA) – The altitude relative to standard atmospheric conditions at which the
air density would be equal to the indicated air density at the place of observation.

Down, Right, Transition, Turn – A mnemonic used to remember the steps for entering an
autorotation following an engine failure at altitude.

Downwash – The induced downward flow of air resulting from the passage of an airfoil
(induced flow).

Downwind – The portion of a VFR traffic pattern that is flown 180⁰ from the desired approach
course.

Drift – Undesired movement away from the desired hover position over the ground.

Droop – A change in power turbine and rotor speed that occurs when a demand for more power
is made.

Dynamic rollover – The lateral rolling of the helicopter onto its side due to exceeding the
critical rollover angle regardless of cyclic corrections.

Effective Translational Lift (ETL) – The pronounced increased in translational lift during
transition to forward flight (approximately 13–24 kts) due to the rotor disk experiencing a
significantly decreased induced airflow.

Elevator – A flight control surface on a fixed wing aircraft that adjusts the pitch of the aircraft.

Energy – A scalar measure of a body’s capacity to do work.

GLOSSARY A-3
APPENDIX A DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

Familiarization level speed change – A maneuver in which the pilot practices accelerating and
decelerating the aircraft while maintaining a constant heading and altitude under VFR
conditions.

Familiarization turn pattern – A maneuver in which the pilot practices turning at increasing
angles of bank while maintaining a constant altitude and airspeed.

Final – The straight away portion of an approach that leads directly to the intended point of
landing on the desired approach heading.

Fixating – Staring at a single point or parameter instead of scanning all necessary parameters.

Flight director modes – Setting of the autopilot system that direct it to maintain specific
parameters.

Flight path – The line connecting the continuous positions occupied or to be occupied by an
aircraft as it moves with reference to the vertical or horizontal planes.

Force (F) – A vector quantity equal to a mass (m) times an acceleration (a). 𝐹 = 𝑚 × 𝑎

Force trim – An aircraft system that allows the pilot to remove all the control forces for a given
aircraft attitude. Trim is set using the Force Trim Release (FTR) button on the cyclic. The
system also provides artificial feel to the pilot.

Forward displacement – A method of recovery from VRS in which the pilot decrease power
and applies forward cyclic to fly out of the downwash.

Full autorotation – A practice autorotation in which the pilot leaves the twist grip in the flight
idle positon and terminates the maneuver in a sliding landing.

Fuselage – The body to which most of helicopter’s components are attached. It is the supporting
structure of the aircraft.

Glideslope – The path and rate of descent of an aircraft preparing to land.

Gravity – An attraction of two objects for each other that depends on their mass and the distance
between them.

Gross weight – The total weight of an aircraft and its contents.

Ground effect – The name given to the positive influence on the lifting characteristics of the
horizontal surfaces of an aircraft wing when it is close to the ground.

Groundspeed (GS) – The horizontal speed of an aircraft relative to the ground. In no-wind
condition, it is equal to the TAS.

A-4 GLOSSARY
DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE APPENDIX A

Height-Velocity (H-V) Diagram – A chart that indicates those combinations of airspeed and
altitude that should be avoided due to the difficulty of successfully autorotating should an engine
failure occur in those regimes.

Heuristic – An explanation for something that enables people to better understand it.

Horsepower (hp) – The common unit of power, or the rate at which work is done, usually in
reference to the output of engines or motors.

Hover – A constant position, altitude, and attitude maintained over a specific ground reference.

Hover Taxi/Air Taxi – Moving the helicopter in a hover along a prescribed ground track. A
hover taxi is conducted in ground effect at less than 20 knots ground speed. An air taxi is
conducted out of ground effect up to approximately 100 feet and at greater than 20 knots ground
speed.

Hovering turns – A maneuver in which the helicopter is rotated about its vertical axis while
maintaining position over a reference point.

Hover Out of Ground Effect (HOGE) Autorotation – A maneuver that demonstrates how
airspeed can be regained and an autorotative landing accomplished in the event of an engine
failure while in a high hover.

Humidity – The amount of water vapor in the air. As humidity increases, water molecules
displace an equal number of air molecules.

Hydraulic boost-off approach – A maneuver in which a hydraulic boost malfunction is

simulated, thus allowing the pilot to practice the emergency procedure in a perfectly functioning
aircraft.

Indicated Airspeed (IAS) – The airspeed read directly from the airspeed indicator (ASI) on an
aircraft, driven by the pitot-static system. It either uses the difference between total pressure and
static pressure provided by the system to mechanically or electronically measure dynamic
pressure.

Idle, Down, Right, Turn – A mnemonic used to remember the steps to enter a practice
autorotation.

Inertia (I) – The property of matter to retain its state of rest or its velocity along a straight line
until it is acted upon by an external force.

In Ground Effect (IGE) – A condition in which the helicopter’s close proximity to the ground
decreases the power required to maintain altitude.

GLOSSARY A-5
APPENDIX A DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

Kinetic Energy (KE) – The energy of a system because of motion. Kinetic energy is part of the
helicopter’s total energy.

Lag – The momentary loss or gain of NR when a rapid collective movement is made.

Landing criteria – The NATOPS defined courses of action that must be taken in the event of
certain emergencies.

Lateral axis – An axis going from side to side of an aircraft passing through the CG and
perpendicular to the longitudinal and vertical axes.

Lift – The force derived from an airfoil that acts at right angles to the relative airflow.

Load – The forces acting on a structure and. These may be static (as with gravity), dynamic (as
with centrifugal force), or a combination of static and dynamic.

Load factor – The sum of the loads on a structure, including the static and dynamic loads;
expressed in units of G.

Lock, Talk, Squawk, Landing Checklist – A mnemonic used to remember the tasks that should
be completed during a non-engine failure emergency.

Lock, Talk, Squawk, Restart – A mnemonic used to remember the tasks that should be
completed during an autorotative descent following an engine failure.

Longitudinal acceleration – Acceleration substantially along the longitudinal axis of an aircraft.

Longitudinal axis – A straight line through the CG running from the nose to the tail of an
aircraft and perpendicular to the lateral and vertical axes. It is the axis about which rolling action
occurs.

Loss of Tail Rotor Effectiveness (LTE) – A sudden reduction in tail rotor efficiency that occurs
when the wind strikes the aircraft from certain sectors.

Low RPM recovery – An instructor under training maneuver that enables future instructors to
practice recovering from a low NR condition during a practice autorotation.

Maintenance control – The personnel who track the work being done on aircraft and aircraft
inspections. They also ensure that aircraft are safe for flight and issue aircraft to flight crews.

Malfunction of the fuel control system – A maneuver in which a fuel control malfunction is
simulated, thus allowing the pilot to practice the emergency procedure in a perfectly functioning
aircraft.

Maneuver – Any planned motion of an aircraft in the air or on the ground.

A-6 GLOSSARY
DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE APPENDIX A

Maximum glide autorotation – A maneuver that demonstrates the effect of differing airspeeds
on the distance a helicopter can cover in an autorotative descent.

Maximum load takeoff – A transition to forward flight in which the helicopter remains in
ground effect until achieving translational lift, thereby reducing the power required to complete
the transition.

Maximum range cruise airspeed – The airspeed required to achieve the maximum range.

Mean Sea Level (MSL) – the average level of the surface of the Earth’s bodies of water from
which heights and altitudes may be measured.

Mishap – A serious aircraft incident resulting in significant damage to the aircraft, serious
injury, or death.

Moment (M) – Created when a force is applied at some distance from an axis and tends to
produce rotation about that point. A moment is a vector quantity equal to a force (F) times the
distance (d) from the point of rotation on a line that is perpendicular to the applied force vector.
This perpendicular distance is called the moment arm. Torque (Q) is another word for a moment
created by a force. M = F × d

Newton’s First Law of Motion – “Objects in motion will remain in uniform motion in a straight
line unless compelled to change by an outside force.”

Newton’s Third Law of Motion – The law of interaction: “For every action, there is an equal
and opposite reaction.”

No hover landing – A maneuver that enables the pilot to transition from an approach directly to
landing without establishing a hover first.

No hover takeoff – A maneuver that enables the pilot to transition directly from the ground to
forward flight thereby avoiding the dangers of a degraded visual environment.

Normal approach – A maneuver that enables the pilot to transition from cruise flight to a hover
over a desired point.

Normal climb – A coordinated maneuver in which the aircraft increases altitude.

Normal cruise – The maneuver used to fly the aircraft from one point to another.

Normal descent – A coordinated maneuver in which the aircraft decreases altitude.

Obstacle clearance takeoff – A precision maneuver that allows pilots to climb vertically prior to
transitioning to forward flight in order to avoid an obstacle in the flight path while minimizing
time in the avoid region of the H-V Diagram.

GLOSSARY A-7
APPENDIX A DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

Out of Ground Effect (OGE) – A condition in which the helicopters altitude above the ground
is great enough that the power required to maintain altitude is not affected by the surface of the
Earth. Opposite of In Ground Effect.

Over controlling – Making control inputs that are too large for the desired change in aircraft
attitude.

Pendulum effect – The un-commanded nose-up tendency during deceleration that occurs in
response to an increase in collective pitch before mechanical and virtual axes are realigned.
Compensated for by pilot-induced feathering through forward cyclic.

Pilot error – A mistake made by a pilot that results in an undesired aircraft state, hazard, or
mishap.

Pilot Induced Oscillations (PIO) – Repetitive changes in aircraft attitude around an axis caused
by the pilot over controlling and then over correcting.

Pitching – The movement of the aircraft around its lateral axis.

Potential Energy (PE) – The energy of a system derived from position. Potential energy is part
of helicopter’s total energy. It is due to the height above a surface, which is the helicopter
altitude. It is defined as PE = mgh (mass × gravity × height).

Power (P) – The rate of doing work; often expressed in units of hp.

Power, Attitude, Trim – A mnemonic that reminds aviators in what order to make control
inputs when changing the aircraft condition.

Power Available (PA or Pavail) – The amount of power an engine is capable of producing for
given conditions. As DA increases, engine power available decreases.

Power excess/excess power – The ratio of power available to the power required. If the ratio is
less than one then power required exceeds the power available.

Power off wave-off – A maneuver that enables a pilot to terminate a simulated engine failure or
autorotative descent and transition to a normal climb or forward flight.

Power on wave-off – A maneuver that enables the pilot to terminate an approach or landing and
transition back to forward flight.

Power, Pedal, Pause, Trim, Turn – A mnemonic used by pilots to remember the correct steps
when initiating a descent from the 180⁰ position of an approach.

Power recovery autorotation – A practice autorotation in which the pilot returns the twist grip
to the flight position during the flare and terminates the maneuver in a hover taxi.

A-8 GLOSSARY
DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE APPENDIX A

Power Required (PR or Preq) – The amount of power necessary to turn the rotor system at a
constant speed. As the DA increases, the pitch angle of the rotor blades must increase to
generate the same amount of lift. This creates more drag forces on the rotor system and therefore
more power is required to maintain a constant rotor speed.

Practice autorotation – A maneuver in which the pilot deliberately moves the twist grip to
flight idle in order to practice maneuvering in an autorotative descent and autorotative landings.

Press, Set, Stabilize, Release – A verbal ditty to remind pilots the proper method of trimming
the helicopter.

Pressure Altitude (PA) – The altitude of a given pressure in the standard atmosphere. See
Standard atmosphere. As pressure increases, density increases, and DADA decreases. PA can
be easily determined by setting the altimeter setting to 29.92 in Hg and read PA directly from the
altimetry.

Pull, Pause, Level – A mnemonic to remind pilots of the flight control inputs that must be made
at during an autorotative landing.

Radio Magnetic Indicator (RMI) – An aircraft instrument that shows the aircraft’s magnetic
heading.

Rate of Climb (ROC) – The rate at which an aircraft gains altitude. It is the vertical component
of the aircraft speed in climbing.

Rate of Descent (ROD) – The rate at which an aircraft descends. It is the vertical component of
the aircraft speed in descending.

Rate of turn – The rate at which an aircraft changes heading.

Relative wind – Represents all the wind an aircraft experiences.

Roll – The movement of the aircraft around its longitudinal axis.

Rotational Energy (RE) – The energy of a system derived from a mass in rotation. Rotational
energy is part of the helicopter’s total energy, and it is due to the main rotor rotating mass; rotors
RPM. It is defined as RE = ½ I2 (1/2 inertia of blades × rotor RPM squared).

Rotor disk – The area of the circle inscribed in the tip path plane.

Scan – The pilot’s act of looking outside at specific indications and cross checking the flight
instruments to ensure that the desired flight parameters are maintained.

GLOSSARY A-9
APPENDIX A DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

Set (constant) power climb – A maneuver that demonstrates the relationship between altitude
and airspeed as well as potential and kinetic energy without changing the power setting of the
aircraft.

Set (constant) power descent – A maneuver that demonstrates the relationship between altitude
and airspeed as well as potential and kinetic energy without changing the power setting of the
aircraft.

Set power turn – A maneuver that demonstrates the relationship between altitude and airspeed
while turning without adjusting the power setting of the aircraft.

Settling – A condition in which the aircraft’s altitude begins to decrease because the current
power being generated by the engine is not sufficient to maintain altitude at the given airspeed.

Shallow approach – A maneuver that enables the pilot to transition from cruise flight to a hover
or sliding landing using a shallower than normal glideslope.

Simulated engine failure at altitude – A maneuver in which an engine failure is simulated

while at altitude, thus allowing the pilot to practice the emergency procedure in a perfectly
functioning aircraft. Simulated engine failures at altitude may terminate in a power recovery
autorotation, full autorotation, or a power off wave-off.

Simulated engine failure in a hover and hover taxi (cut gun/taxi cut gun) – A maneuver in
which an engine failure is simulated in a hover or hover taxi, thus allowing the pilot to practice
the emergency procedure in a perfectly functioning aircraft.

Simulated engine failure on takeoff – A maneuver in which an engine failure is simulated

shortly after transitioning to forward flight, thus allowing the pilot to practice the emergency
procedure in a perfectly functioning aircraft. Simulated engine failures on takeoff terminate in a
power recovery autorotation.

Simulated fixed pitch pedal position at altitude – A maneuver in which a stuck tail rotor
malfunction is simulated, thus allowing the pilot to practice the emergency procedure in a
perfectly functioning aircraft.

Single axis inputs in a hover – A series of maneuvers which demonstrate how the helicopter
will respond if a single flight control is moved while in a hover.

Single axis inputs in forward flight – A series of maneuvers which demonstrate how the
helicopter will respond if a single flight control is moved while in forward flight.

Sliding landing – A maneuver that enables the pilot to transition from an approach to landing
while maintaining translational lift until the aircraft is in ground effect, thereby reducing the
power required to land the helicopter.

A-10 GLOSSARY
DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE APPENDIX A

Speed – The rate at which an object moves in relation to time and distance.

Square patterns – Precision maneuvers performed in a hover using references outside the
cockpit.

Stability Augmentation System (SAS) Off – A maneuver in which a SAS malfunction is

simulated, thus allowing the pilot to practice the emergency procedure in a perfectly functioning
aircraft.

Steep approach – A maneuver that enables the pilot to transition from forward flight to a hover
or no hover landing using a steeper than normal glideslope.

Tail rotor – The anti-torque device of a single-rotor helicopter. Control of this rotor is through
the foot pedals.

Tail strake – This L shape aerodynamic component usually protrudes about an inch on the side
of the tail boom and runs for the entire length of the tail boom. A tail strake acts like a spoiler.
It aerodynamically augments the authority of the tail rotor in hover and at slow speeds.

Taxi – The operation of an airplane or helicopter under its own power on the ground, except that
movement incident to actual takeoff and landing. The forward movement of a helicopter at a
hover is referred to as a hover taxi or air taxi, depending on speed and altitude.

Taxi cut gun – see Simulated Engine Failure in a Hover and Hover Taxi

Temperature (T) – A measure of the average kinetic energy of air particles. As temperature
increases, particles begin to move and vibrate faster, increasing their kinetic energy. Air
temperature decreases linearly with an increase in altitude at a rate of approximately 2 °C
(3.57 F) per 1,000 feet up through 36,000 feet MSL. This is called the standard or adiabatic
lapse rate. Above 36,000 feet lies the isothermal layer where air is at a constant temperature of
-56.5 °C.

Throttle – See Twist Grip.

Tip path – The path described by the tips of the rotor blades.

Tip path plane – The plane (disk) within the tip path. It is parallel to the plane of rotation. The
tip path plane contains the rotor disk, and rotor thrust is perpendicular to the tip path plane.

Torque – Force times a distance. It causes the fuselage to react in yaw because the drive train
turns the rotor.

Torque effect – In a counterclockwise single main rotating rotor system, due to the momentum
of the advancing rotor blade on the right side of the aircraft, there is an equal and opposite
reaction (torque), which causes the helicopter to rotate to the right.

GLOSSARY A-11
APPENDIX A DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

Total energy – The energy stored in the helicopter and is the result of adding – (a) Potential
Energy (PE), due to the height above a surface; Helicopter Altitude. (b) Kinetic Energy (KE),
due to the motion with respect to a point on the ground; Helicopter Groundspeed. (c) Rotational
Energy (RE), due to the main rotor rotating mass; Rotors RPM.

Total Rotor Thrust (TRT) – The force created by a rotor at right angles to the plane of rotation
of the rotor disk. This force acts through the rotor head and is broken up into a vertical
component that opposes the weight of the helicopter and a horizontal component that pulls the
helicopter through the air.

Translating tendency – The tendency for a helicopter to translate laterally due to tail rotor
thrust.

Transition to forward flight – A maneuver that enables the pilot to start in a hover and move to
forward flight at the desired pattern or cruise airspeed.

Translational flight – Any horizontal movement of a helicopter with respect to the air.

Translational lift – The increased efficiency of the rotor system in the production of lift by
increasing the horizontal mass flow of air through the rotor disk, reducing the induced flow and
vortices. See “Effective translational lift.”

Trim – The condition of a heavier-than-air aircraft in which it maintains a fixed attitude with
respect to the wind axes, with the moments about the aircraft axes being in equilibrium. The
word “trim” is often used with special reference to the balance of control forces.

Turbulence – An agitated condition of the air or other fluids. A body in motion through the air
can create a disordered, irregular, mixing motion of air called air turbulence.

Turn rate indicator and ball – Instruments that show how fast the aircraft is changing heading
and whether or not the aircraft is balanced flight.

Twist grip (throttle) – The control that enables the pilot to control the fuel flow to the engine. It
is used during start-up, shutdown, and to set the flight idle and flight positions.

Vector – A quantity having both magnitude and direction. A graphic illustration of a quantity
having both magnitude and direction.

Velocity – The time rate of motion in a given direction. It is a combination of speed and
direction. It is represented by a vector quantity that includes both magnitude (speed) and
direction relative to a given frame of reference.

Vertical axis – A straight line through the CG running from top to bottom and perpendicular to
the longitudinal and lateral axis. It is the axis about which yaw occurs.

A-12 GLOSSARY
DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE APPENDIX A

Vertical landing – A maneuver that enables a pilot to lower the helicopter onto the ground from
a stable hover.

Vertical takeoff – A maneuver that enables a pilot to takeoff from the ground and establish a
stable hover.

Vertical speed indicator – Aircraft instrument that show the rate at which the aircraft is
climbing or descending.

Vortex Ring State (VRS) – The settling of the helicopter into its own downwash. During VRS,
airflow is downward over the outer portion of the rotor disk and upward in both an area
expanding outward from the hub as well as the area outside the tip path plane. This rapidly
decaying phenomenon may result in zero net lift, high vibrations, and high sink rates/rates of
descent.

Vuichard Recovery – A method of recovering from VRS in which the pilot smoothly increases
power while applying left pedal and right cyclic to slide out of the downwash.

Weathervane effect – The tendency of a helicopter to face into the wind while in a hover, air
taxing, or slow flying.

Weight (W) – A measure of the mass of an object under the acceleration of gravity.

Work (W) – A force exerted over a given distance. Work is done when a force acts on a body
and moves it. It is a scalar quantity equal to the force (F) times the distance of displacement (s).
𝑊 =𝐹×𝑠

Yaw – The movement of the aircraft around its vertical axis.

GLOSSARY A-13
APPENDIX A DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

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A-14 GLOSSARY
 SOLO GUIDELINES

Attention to detail and awareness of procedures are essential to safe flight, especially during the
execution of a solo flight.

Solo Observer Responsibilities

After successfully completing the check ride, you are eligible to be assigned as an observer for
another student on his/her familiarization solo. On your check ride brief, you and your Instructor
will discuss solo observer responsibilities. Review these procedures prior to the preflight brief,
and be prepared to discuss these responsibilities with your Instructor.

Preflight Brief

1. Student crew should brief prior to seeing Operations Duty Officer (ODO)/Flight Duty
Officer (FDO) per squadron SOP.

2. Following FDO/ODO brief, conduct a crew brief with the student pilot.

Aircraft Issue

 Assist the student pilot in reviewing the Aircraft Discrepancy Book (ADB) for your
aircraft. Ensure you do not have any down pink sheets and the aircraft is released safe for flight.
If unclear or confused over any discrepancy or signoff to your satisfaction, ask another Instructor
or call the FDO/ODO for clarification or guidance. For dual solo flights, sign two acceptance
cards, one for each solo, and complete one Electronic Flight Record (EFLIR) for the combined
event.

Preflight Inspection

 Assist the student pilot in the preflight inspection to the best of your ability. If unclear or
confused over any discrepancy, ask another Instructor or call the troubleshooter for clarification.

Prestart Checklist

1. Challenge the student pilot to checklist items and ensure the student pilot not only responds
correctly, but also performs the function correctly.

2. Ensure the doors are secure.

Start Checklist

 Challenge the student pilot to checklist items and ensure the student pilot not only responds
correctly, but also performs the function correctly.

SOLO GUIDELINES B-1

APPENDIX B DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

Pre-Takeoff Checklist

1. Challenge the student pilot to checklist items and ensure the student pilot not only responds
correctly, but also performs the function correctly.

2. During the control check, caution the student pilot against rapid or large flight control
movements.

3. Caution the student pilot when he/she opens the twist grip not to exceed 30 percent torque.

Takeoff Checklist

1. Challenge the student pilot to checklist items and ensure the student pilot not only responds
correctly, but also performs the function correctly.

2. Tune radios as directed by student pilot.

3. Clear left prior to liftoff.

4. Ensure position lights are on STEADY BRIGHT.

On Initial Liftoff/Flight Line Taxiing

1. Check caution panel CLEAR, gauges GREEN.

2. Clear left as necessary.

3. Do not allow the student pilot to taxi upwind of any aircraft starting up or shutting down
(low RPM, anti-collision lights ON) or taxi by any fuel truck closer than 50 feet.

4. Remember, the HOLD signal given by any line personnel is a mandatory STOP!

5. Be alert while taxiing, looking for pedestrians, other taxiing aircraft, ground support
vehicles, fuel trucks, Foreign Object Damage (FOD), open doors on other parked aircraft, etc.

6. Clear left at all intersecting/converging avenues of taxi.

7. Tune radios/transponder as directed.

After Takeoff

1. Provide clearing voice reports as necessary.

2. Monitor CAS messages.

3. Ensure your aircraft is clear of the maintenance pattern/traffic. Be alert for Ground
Controlled Approach (GCA) traffic when crossing the approach end of runway 32.

B-2 SOLO GUIDELINES

DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE APPENDIX B

NOTE

The maintenance pattern is oriented about the duty runway, flown

in a racetrack pattern, within the confines of the upwind and
downwind ends of the duty runway.

En route

1. Keep alert for other aircraft entering the channel.

2. Clear left as necessary.

3. Tune radio as required.

4. Remind student pilot to perform landing checklist.

At the Site

1. Do not let the student pilot put you in extremis. If the student pilot performs any maneuver
you deem unsafe or imminently dangerous, express your concern before it is too late.
Communicate! At no time will you assume control of the helicopter.

2. If the student pilot chooses the left pattern, you are primarily responsible for clearing the
aircraft prior to turning crosswind. Choosing the right pattern does not relieve you of primary
responsibility for clearing the aircraft. After clearing yourself left, double check the student pilot
and ensure you are cleared right.

NOTE

Check above your position, at your altitude, and most importantly,

below and behind near your six o’clock position. Traffic in the
180-degree lane is difficult to see and converges on your crosswind
turn position at a rapid rate. Be alert!

Practicing Low Work

1. Abbreviated low work may be practiced.

2. If winds are above 20 KTS, remind the student pilot of the effects of the wind while
practicing square patterns and turns on the spot.

Emergencies

1. Pull the checklist and read the correct procedural steps to the student pilot. Ensure the
student pilot performs the proper steps in sequence.

SOLO GUIDELINES B-3

APPENDIX B DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

2. Do not allow the student pilot to rotate the twist grip to flight idle or the secure position
unless both agree that an autorotation is the proper course of action!

WARNING

Do not enter an autorotation because a land as soon as possible

caution light illuminates. As long as the engine is developing
power, maintain N1/NR and make a power on approach to the
nearest safe landing site.

3. Perform landing checklist, squawk 7700, and broadcast a MAYDAY/PAN report.

4. When on the deck, report over UHF, “Safe on Deck,” and proceed with the Emergency
Shutdown Checklist.

5. At the site, advise the weather pilot/solo watch of your position/difficulty as soon as
possible.

Hot Seat

1. Ensure the student pilot has retarded the twist grip to flight idle before allowing any
personnel to enter or leave the rotor arc.

2. Hold the controls while the student pilot and maintenance/Instructor execute the seat
change.

Returning from Spencer/Pace

1. Leave Spencer with no less than 300 lbs.

2. Leave Pace with no less than 325 lbs.

3. Keep alert for other aircraft entering the channel.

4. Clear left as necessary.

5. Tune radios as required.

6. Remind student pilot to perform landing checklist.

7. Be alert for maintenance and GCA traffic when approaching home field.

8. If unsure of any tower transmission, do not hesitate to ask for clarification.

B-4 SOLO GUIDELINES

DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE APPENDIX B

Closing out NAVFLIRS

A Naval Aviation Flight Records (NAVFLIRS) accurately reflecting the solo flight time must be
completed. If two solo students share the same aircraft, there will be one NAVFLIRS generated
with each student logging the appropriate amount of first pilot time.

SOLO GUIDELINES B-5

APPENDIX B DAY FAMILIARIZATION ADVANCED HELICOPTER PHASE

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B-6 SOLO GUIDELINES