Term
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Definition
Procedures
1. Trim the controls in the neutral position. Establish the hover scan and smoothly raise the
collective until light on the skids. Stabilize momentarily, trim out control pressures.
2. Smoothly raise the collective. As the helicopter leaves the ground, eliminate drift with
cyclic, and maintain a constant heading with the pedals.
3. Continue to raise the collective until reaching hover altitude. Trim out control pressures.
Recommended Verbal Procedures
Takeoff check between maneuvers before lifting:
“TWIST GRIP IS FULL OPEN” = ensure the twist grip is in the full open position
“Nf and Nr are 100%” = check Nf and Nr are 100%.
“GAUGES ARE GREEN” = take the time to ensure all gauges are in the normal operation
range.
“FUEL IS _____ GALLONS” = check fuel load.
“CAUTION PANEL IS CLEAN” = check for caution lights.
“CLEAR, LEFT, RIGHT AND ABOVE” = clear the aircraft before lifting.
After clearing turn, PAC should have PNAC re-verify checks before transitioning to forward
flight. |
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Term
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Definition
Procedures
1. Use pedals to maintain heading, collective to maintain altitude (five feet), and cyclic to
maintain a position over a reference point.
2. Scan “out” for heading and attitude, “down” for altitude and drift, and “in” for Nr
, and engine instruments. |
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Term
|
Definition
Procedures
1. Smoothly lower the collective to begin a slow rate of descent.
2. Use pedals to maintain heading and cyclic to eliminate drift.
3. The rate of descent may slow or stop as the helicopter nears the ground. Continue the
descent with slight collective pressure.
4. When on the ground, smoothly lower the collective to the full down position. |
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Term
| TURN ON THE SPOT/CLEARING TURN |
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Definition
Procedures
1. From a hover, begin a slow turn by displacing the appropriate pedal.
2. As the helicopter turns, adjust the cyclic as necessary to remain over the reference point
and pedals as necessary to control the rate of turn.
3. Stop the turn on the desired new heading
Crew Resource Management
PAC initiates aircraft clearing procedure (Situational Awareness) |
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Term
|
Definition
Procedures
1. From a hover, displace the cyclic in the desired direction of movement.
2. Utilize pedals to maintain heading, collective to maintain altitude, and the cyclic to
maintain the desired rate of movement.
3. Hover taxiing shall be conducted at a reasonable rate of speed such that a safe landing can
be accomplished in the event of a loss of power.
Crew Resource Management
1. PAC initiates aircraft clearing procedure. (Situational Awareness) |
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Term
| TRANSITION TO FORWARD FLIGHT |
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Definition
Procedures
1. From a stable hover, begin forward motion.
2. Add collective if necessary to prevent settling as the helicopter leaves its ground cushion.
Maintain helicopter heading aligned with the direction of travel.
3. Continue to accelerate while maintaining the wing down, top rudder crosswind correction.
Arrive at 20 feet AGL with 40 KIAS.
4. Passing through 50 feet and 65 KTS adjust the nose to the 70 KTS climbing attitude,
transition to balanced flight, and climb at 500 to 700 feet per minute. Maintain the 70 KTS
climbing attitude in balanced flight.
5. Fifty feet below the desired altitude, adjust the nose to the cruise attitude. Maintain climb
power. Approaching the desired airspeed, adjust the collective to level-off at the desired altitude.
Maintain balanced flight.
Crew Resource Management
1. PAC requests takeoff from Tower prior to Hold Short. (Communication)
2. PAC directs PNAC to check fuel, power, note time, and turn transponder to ALT.
(Situational Awareness)
3. PAC reports “Caution panel clear, gauges green” on ICS prior to forward flight.
(Situational Awareness) |
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Term
|
Definition
Procedures
1. In a hover, make a clearing turn and land.
2. Trim the controls in the neutral position. Establish a hover scan and smoothly raise the
collective in a continuous pull not to exceed 85% torque.
3. As the helicopter leaves the ground, apply forward cyclic to begin forward motion.
Maintain heading with pedals.
4. Maintain an outside visual scan and continue to accelerate, gaining airspeed to reach
translational lift as soon as possible while maintaining a safe ground clearance.
5. At 40 KIAS, adjust power and intercept normal forward flight parameters. |
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Term
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Definition
Procedures
1. Set the proper cruise attitude with cyclic and adjust collective as necessary to maintain
altitude and airspeed.
2. Maintain balanced flight with pedals. |
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Term
|
Definition
Procedures
1. Normal Climb
a. Transition to the 70 KTS climb attitude.
b. At 70 KTS, adjust collective as necessary to establish a 500 to 700 feet per minute
climb, maintaining balanced flight.
c. Fifty feet prior to the desired altitude, lower the nose to the cruise attitude. Maintain
climb power.
d. Upon reaching cruise airspeed, adjust collective to level-off at the desired altitude and
maintain balanced flight.
2. Cruise Climb
a. Add power to establish a 500 to 700 feet per minute climb while maintaining cruise
airspeed.
b. Fifty feet prior to the desired altitude, reduce power to maintain altitude. Maintain
balanced flight. |
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Term
|
Definition
Procedures
1. Lower the collective to establish a 700 to 1000 feet per minute rate of descent while
maintaining the cruise attitude. Maintain balanced flight.
2. Fifty feet above the desired altitude, increase the collective sufficiently to level-off at the
desired altitude while maintaining cruise airspeed and balanced flight. |
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Term
| LEVEL SPEED CHANGE/CONTACT STAGE |
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Definition
Procedures
1. Establish a 100 KTS cruise flight at a given altitude at or above 500 feet.
2. Coordinate a reduction in power with aft cyclic to slow the aircraft to 70 KTS, maintaining
altitude, heading and balanced flight. Stabilize momentarily at 70 KTS.
3. Coordinate an increase in power with forward cyclic to accelerate back to 100 KTS,
maintaining altitude, heading, and balanced flight. |
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Term
|
Definition
Procedures
1. Maintain 500 feet AGL, 70 KTS on Downwind.
2. At the 180º position, lower the collective and begin a descending, decelerating turn towards
the courseline. Maintain balanced flight.
3. Arrive at The 90º position with 300 feet AGL and 60 KTS.
4. Intercept the courseline by 150 feet AGL, with 50 KTS, and sufficient straightaway (600 to
800 feet) to intercept the glideslope. Establish crosswind corrections as necessary.
5. At 150 feet AGL, set the appropriate decel attitude and adjust the collective to maintain a
constant glideslope between 10 and 20 degrees.
6. Arrive over the spot at hover altitude, hover power, and zero groundspeed simultaneously.
Recommended Verbal Procedures
Normal Approach (at the abeam position):
“POWER” = reduce power to begin a 500-700 fpm descent.
“PEDAL” = apply right pedal to keep the aircraft in trim.
“PAUSE” = pause momentarily to check the aircraft in a 500-700 fpm descent.
“TRIM” = use pedals to center the ball and cyclic and trim to ensure aircraft is in balanced
flight.
“TURN” = clear the aircraft left and right, and then begin the descending, decelerating turn.
Crew Resource Management
1. PAC notifies aircrew of approach and landing intentions. (Communication)
2. PAC requests landing clearance in a timely manner, as required. (Situational Awareness)
3. PAC ensures Landing Checklist is completed prior to pattern entry. (Situational
Awareness) |
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Term
|
Definition
Procedures
1. Maintain 70 KTS, 600 feet AGL, and balanced flight in the traffic pattern.
2. Enter the autorotation by smoothly lowering the collective to the full down position and
simultaneously adding right pedal to maintain balanced flight. Reduce the twist grip to the flight
idle position and turn to the courseline.
3. Transition to the 50 to 60 KTS descending attitude. Monitor Nr and control between 90
and 107% with collective (optimum 94 to 95%). Maintain balanced flight.
4. Intercept the courseline and establish crosswind correction as necessary. Maintain the 50
to 60 KTS descending attitude.
5. Ensure the collective is full down by 150 feet AGL.
6. At 75 to 100 feet AGL, flare with cyclic in order to reduce rate of descent, reduce
groundspeed, and increase Nr
.
POWER RECOVERY - PAC: SMOOTHLY ROTATE THE TWIST GRIP FULL
OPEN AND VERBALIZE “TWIST GRIP FULL
OPEN.”
PNAC: VERBALLY CONFIRM “TWIST GRIP FULL OPEN.”
FULL - PAC: LEAVE THE TWIST GRIP AT FLIGHT IDLE AND
STATE “TWIST GRIP AT FLIGHT IDLE.”
PNAC: VERBALIZE VERIFICATION, “ROGER, TWIST GRIP
FLIGHT IDLE.”
7. Adjust flare as required to achieve desired groundspeed and a minimal rate of descent.
(The goal is a minimal rate of descent at 10 to15 feet AGL.)
8. At 10 to 15 feet AGL, coordinate up collective and forward cyclic to slow the rate of
descent and lower the nose to level attitude. Maintain heading with the pedals.
a. Power recovery - recover at 5 feet, 0 to 10 KTS groundspeed. Stabilize prior to
transition to forward flight.
b. Full - level the aircraft prior to touchdown. Use collective as necessary to cushion the
landing and touchdown with 0 to 10 KTS groundspeed.
Recommended Verbal Procedures
Established on downwind (600 ft AGL and 70 KIAS):
“LANE” = check 90 or 180 auto lane and call out any traffic in the lane.
“LOCK” = ensure shoulder harnesses are locked.
“SOCK” = check windsock, ensure there is no tailwind component, and note any crosswind.
Prior to Entry (600 ft AGL 70 KIAS):
“ALTITUDE 600 FT, 70 KIAS” = confirm.
“VSI AT OR BELOW ZERO, AIRCRAFT IN TRIM” = confirm.
On Entry:
“DOWN” = smoothly lower the collective to the full down position in no less than 2 seconds.
“RIGHT” = use right pedal as necessary to center the ball and maintain balanced flight.
“IDLE” = smoothly rotate the twist grip to the flight idle position.
“TURN” = maintain balanced flight, initiate a turn to intercept course line, and establish a
crosswind correction as necessary. For 180s, the phrase, “over 1, back 1(with cyclic)” and “up
1(with collective)” and then “feel the g, pull the g” may be used to help the student enter.
Descent (above 200 ft AGL):
“ATTITUDE” = use cyclic to control nose attitude in a 50-60 KIAS descending attitude.
“Nr” = use collective to control Nr between 90-107% (94-95% Nr is optimum).
“BALL” = use pedals to maintain balanced flight or crosswind correction as necessary.
Descent (below 200 ft AGL)
“200 FT ON COURSELINE” = at no lower than 200 ft AGL ensure wings are level (or proper
crosswind correction is established) and aircraft is on courseline.
“150 FT COLLECTIVE FULL DOWN” = ensure that collective is in the full down position.
“100 FT FLARE, TWIST GRIP FULL OPEN” or “TWIST GRIP FLIGHT IDLE” = flare
with aft cyclic, and with the collective in the full down position, smoothly rotate the twist grip to
the full open position for the power recovery or remain at flight idle for the full auto. Pilot not at
the controls confirm twist grip position and verbalizes “ROGER, TWIST GRIP FULL
OPEN” or “ROGER, TWIST GRIP FLIGHT IDLE.”
“10-15 FT PULL” = pull up collective to arrest rate of descent.
“PAUSE” = momentarily pause to slow groundspeed to 0 to 10 knots.
“LEVEL” = apply forward cyclic to achieve a 5 ft level skid attitude, nose aligned with
direction of travel.
“5 FT TAXI, TAXI, TAXI”* (for Power Recovery Auto) = five foot*, level skid attitude hover
taxi at 0 to 10 knots groundspeed, aligned with direction of travel (*10 foot for night).
-or-
“5 FT CUSHION, CUSHION, CUSHION” (for Full Auto) = five foot level skid attitude, at 0
to 10 knots groundspeed, cushioning touchdown with collective, aligned with direction of travel.
Crew Resource Management
1. PAC briefs crew prior to each practice autorotation, includes type of auto and type of
recovery. (Communication)
2. PAC/PNAC ensures landing area is clear and states "Clear (left or right) and below" and
verifies wind direction. (Situational Awareness)
3. PAC/PNAC ensures flare is initiated 75 to 100 feet and follows with report of twist grip
position. (Situational Awareness) |
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Term
|
Definition
Procedures
1. Constant-Heading Square
a. From the starting position, move laterally in either direction along the side of the
square.
b. When reaching the corner, stop, stabilize the hover, and continue in the new direction.
maintain a constant heading with pedals.
c. When moving forward or rearward, the side of the square should be under the aircraft
to provide the pilot with a visual reference.
d. When moving laterally, the heading should be perpendicular to the side of the square.
2. Parallel-Heading Square
a. From the starting position, move forward and place the side of the square under the
helicopter. Turn 90º to the right to place the square beneath the longitudinal axis and
begin a forward air taxi.
b. Anticipate a hover at the corner. Stop with the next side abeam the pilot's shoulder.
c. Execute a 90º left turn on the spot to place the new side beneath the helicopter.
Stabilize the hover, and continue the air taxi. Continue until reaching the middle of
the downwind side. Turn 90 º and taxi rearward to the starting position.
3. Perpendicular-Heading Square
a. From the starting position, begin slow lateral movement in either direction along the
side of the square, maintaining the heading perpendicular to the square with pedals.
b. As the helicopter reaches the corner, coordinate cyclic and rudder to turn to a heading
perpendicular to the next side. Do not stop the lateral motion.
c. Continue until reaching the starting position. |
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Term
| MAXIMUM LOAD TAKEOFF (SIMULATED) |
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Definition
Procedures
1. Hover into the courseline at five feet, check and state the power (ng) required to maintain a
hover.
2. Make a clearing turn and land.
3. Raise the collective until the aircraft is just clear of the ground and stabilize momentarily.
4. Begin slow forward movement, remaining in ground effect.
5. Add power as necessary to prevent settling. Maintain heading with pedals.
6. When passing through translational lift, adjust the cyclic to prevent excessive climb.
7. This maneuver is complete when 40 KIAS is attained at an altitude no higher than 20 feet
AGL then announce “maneuver complete.” |
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Term
| HYDRAULIC BOOST-OFF APPROACH |
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Definition
Procedures
1. In the upwind, the instructor will turn the hydraulic switch off to simulate a hydraulic
system failure.
2. Fly a pattern at a comfortable airspeed following the procedures similar to the normal
approach. However, do not slow the aircraft to a hover, but terminate in a five-foot hover taxi
with five knots groundspeed.
3. When stabilized in a hover taxi the instructor will assume control of the aircraft and the
student will place the boost switch in the on position when requested. |
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Term
|
Definition
Procedures
1. Utilize normal approach procedures.
2. Intercept the final course line, adjust the nose attitude to decelerate, but maintain
translational lift (13 to 15 KTS).
3. At 5 to 10 feet AGL, level the skids for touchdown with 3 to 15 KTS groundspeed.
Maintain heading with the pedals.
4. After touchdown, smoothly lower the collective as necessary to bring the aircraft to a
gradual stop. Once stopped, smoothly lower the collective to the full down position.
Recommended Verbal Procedures
“LEVEL SKIDS, FORWARD AND DOWN”
“LEVEL SKIDS, FORWARD AND DOWN”
“LEVEL SKIDS, FORWARD AND DOWN” – ensure skids are level, and the aircraft is
aligned straight and NOT yawed prior to touchdown. |
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Term
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Definition
Procedures
1. Utilize normal or steep approach procedures.
2. As the helicopter approaches ground effect, adjust collective to continue the descent to a
landing with little to no groundspeed.
Recommended Verbal Procedures
No Hover Landing (on short final):
“LEVEL SKIDS, FORWARD AND DOWN”
“LEVEL SKIDS, FORWARD AND DOWN”
“LEVEL SKIDS, FORWARD AND DOWN” – ensure skids are level, and the aircraft is
coming forward and down all the way until touchdown, NOT to a low hover. |
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Term
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Definition
Power On
1. Ensure the twist grip is full open.
2. Increase the collective to arrest the rate of descent. Maintain balanced flight.
3. Adjust the nose to the appropriate climbing attitude and use collective to establish a 70
KTS, 500 to 700 fpm climb, and maintain balanced flight. |
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Term
|
Definition
Procedures
1. Time and altitude permitting:
a. Smoothly lower the collective to the full down position.
b. With collective full down, smoothly rotate the twist grip to the full open position and
check for normal acceleration. PAC shall verbalize, “TWIST GRIP FULL OPEN.”
PNAC shall confirm and verbalize, “ROGER, TWIST GRIP FULL OPEN.”
c. Increase collective as necessary to arrest rate of descent.
d. Adjust the nose to the appropriate attitude and use collective to establish a 70 KIAS,
500-700 FPM climb, and maintain balanced flight.
e. Both pilots shall continuously clear the aircraft during climbout.
2. Time and altitude not permitting:
a. It is recommended that the IP consider using the Low RPM Recovery procedures as
necessary.
WARNING
Lowering the collective to avoid an overtorque may create or
exacerbate an unsafe flight profile. An overtorque is preferable to
damage or destruction of the aircraft.
CAUTION
In flight, avoid a pausing or creeping movement while increasing
or decreasing the twist grip between the FLIGHT IDLE and FULL
OPEN positions. If the movement is not made at a firm and
continuous rate, Ng underspeed and/or oscillation may occur. This
may cause an momentary and false ENG OUT warning indication. |
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Term
| SIMULATED ENGINE FAILURE ON TAKEOFF (DEMO ONLY) |
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Definition
Procedures
1. Start a transition to forward flight and climb to an altitude at or above 50 feet and no slower
than 65 KTS. This is to ensure the maneuver entry is in the safe region of Height Velocity
Diagram per Figure 4-6 of NATOPS manual, and follows a normal takeoff profile per Par. 407,
Transition to Forward Flight.
2. While maintaining the collective setting for climb power, rotate the twist grip to flight idle.
3. Commensurate with airspeed and altitude, lower the collective and adjust the nose attitude
to control groundspeed and rate of descent. Monitor Nr and control with the collective.
4. Complete (as briefed) as either a power-recovery or a full autorotation. |
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Term
| MAXIMUM GLIDE AUTOROTATION |
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Definition
Procedures
1. Execute an autorotation at 50 to 55 KTS. Note the glide distance.
2. Enter another autorotation at an increased airspeed of 72 KTS.
3. Maintain the entry airspeed and rotor rpm as in the 50 to 55 KTS autorotation.
4. At 100 feet slowly raise the nose, trading airspeed for distance over the ground.
5. At 50 to 55 KTS and 75 feet flare and complete the autorotation. Note the increased glide
distance. |
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Term
| SIMULATED ENGINE FAILURE AT ALTITUDE |
|
Definition
Procedures
1. The instructor will initiate the maneuver by verbalizing, “Simulated” and rotating the twist
grip to flight idle to simulate a loss of power.
2. Lower the collective to enter an autorotation, maintain balanced flight and transition to
appropriate airspeed.
3. Initiate a turn toward the landing area, if necessary, and plan the final approach to be into
the wind whenever practical.
4. Maintain airspeed from 50 to 72 KTS and Nr from 90 to 107% throughout the maneuver,
depending upon the desired glide distance and aircraft gross weight.
5. PAC: Direct PNAC to lock shoulder harnesses, transmit a mayday call, and simulate
switching the transponder to emergency.
6. At the site: terminate the maneuver as a power recovery autorotation unless otherwise
directed.
7. Away from the site: the instructor will take the controls and initiate a waveoff at or above
400 feet AGL. The waveoff must be completed by 300 feet AGL and at an airspeed no slower
than 50 KIAS.
Recommended Verbal Procedures
“DOWN” = smoothly lower the collective to the full down position in no less than 2 seconds.
“RIGHT” = use right pedal as necessary to center the ball and maintain balanced flight.
“TRANSITION” = use cyclic to control nose attitude in a 50-72 KIAS descending attitude.
“TURN” = turn towards the landing zone, aligned into the wind.
“ATTITUDE” = use cyclic to control nose attitude in a 50-72 KIAS descending attitude.
“Nr” = use collective to control Nr between 90-107% (94-95% Nr is optimum)
“BALL” = use pedals to maintain balanced flight.
“LOCK” = ensure shoulder harnesses are locked.
“TALK” = PNAC on ICS “Mayday, Mayday, Mayday, Eightball 123 going down tree field.”
“SQUAWK” = PNAC simulate putting Transponder in Emergency.
“RESTART” = simulate Engine Restart in Flight emergency procedures. |
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Term
| SIMULATED ENGINE FAILURE IN A HOVER AND HOVER TAXI (CUT GUN) |
|
Definition
Procedures
1. Establish the helicopter into the wind in a five-foot hover or five-foot/ five-knot forward
hover taxi.
2. When the instructor rotates the twist grip to flight idle to simulate loss of power, hold the
collective pitch constant and maintain heading with pedals.
3. Allow the aircraft to descend, eliminate any drift, and cushion the touchdown with
collective.
4. When on the ground, smoothly lower the collective full down.
Recommended Verbal Procedures
Simulated Engine Failure in a hover:
“FREEZE THE COLLECTIVE” = let the aircraft begin to settle on its own.
“STOP YAW AND DRIFT” = use pedals to stop yaw, cyclic to eliminate aft/sideward drift and
level skids.
“CUSHION, CUSHION, CUSHION” = use up collective to touchdown smoothly with level
skids |
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Term
|
Definition
Procedures
1. Begin a transition to forward flight.
2. At 35 feet and 50 KTS, level-off to stabilize airspeed and altitude while maintaining
heading and ground track with the courseline.
3. Coordinate down collective with aft cyclic to slow the helicopter while maintaining
constant heading and altitude.
4. Slow to approximately 25 KTS groundspeed.
5. Recover by coordinating up collective and forward cyclic to accelerate to 50 KTS while
maintaining constant heading and altitude. Resume the transition to forward flight profile. |
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