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Adjust power by referring to the airspeed indicator and
manifold pressure.
Since the displacement of the controls used in recovery from
unusual attitudes may be greater than those used for normal
flight, make careful adjustments as straight-and-level flight
is approached. Cross-check the other instruments closely to
avoid overcontrolling.
Common Errors During Unusual Attitude
Recoveries
1. Failure to make proper pitch correction
2. Failure to make proper bank correction
3. Failure to make proper power correction
4. Overcontrolling pitch and/or bank attitude
5. Overcontrolling power
6. Excessive loss of altitude
Emergencies
Emergencies during instrument flight are handled similarly
to those occurring during VFR flight. A thorough knowledge
of the helicopter and its systems, as well as good aeronautical
knowledge and judgment, is the best preparation for
emergency situations. Safe operations begin with preflight
planning and a thorough preflight inspection. Plan a route
of flight to include adequate landing sites in the event of an
emergency landing. Make sure all resources, such as maps,
publications, flashlights, and fire extinguishers are readily
available for use in an emergency.
During any emergency, first fly the aircraft. This means ensure
the helicopter is under control, and determine emergency
6-17
landing sites. Then perform the emergency checklist memory
items, followed by items written in the rotorcraft flight
manual (RFM). When all these items are under control, notify
air traffic control (ATC). Declare any emergency on the last
assigned ATC frequency. If one was not issued, transmit on
the emergency frequency 121.5. Set the transponder to the
emergency squawk code 7700. This code triggers an alarm
or special indicator in radar facilities.
When experiencing most in-flight emergencies, such as low
fuel or complete electrical failure, land as soon as possible.
In the event of an electrical fire, turn off all nonessential
equipment and land immediately. Some essential electrical
instruments, such as the attitude indicator, may be required
for a safe landing. A navigation radio failure may not require
an immediate landing if the flight can continue safely. In
this case, land as soon as practical. ATC may be able to
provide vectors to a safe landing area. For specific details
on what to do during an emergency, refer to the RFM for
the helicopter.
Autorotations
Both straight-ahead and turning autorotations should be
practiced by reference to instruments. This training ensures
prompt corrective action to maintain positive aircraft control
in the event of an engine failure.
To enter autorotation, reduce collective pitch smoothly to
maintain a safe rotor RPM and apply pedal trim to keep the
ball of the turn-and-slip indicator centered. The pitch attitude
of the helicopter should be approximately level as shown by
the attitude indicator. The airspeed indicator is the primary
pitch instrument and should be adjusted to the recommended
autorotation speed. The heading indicator is primary for bank
in a straight-ahead autorotation. In a turning autorotation, a
standard rate turn should be maintained by reference to the
needle of the turn-and-slip indicator.
Common Errors During Autorotations
1. Uncoordinated entry due to improper pedal trim
2. Poor airspeed control due to improper pitch attitude
3. Poor heading control in straight-ahead autorotations
4. Failure to maintain proper rotor RPM
5. Failure to maintain a standard rate turn during turning
autorotations
Servo Failure
Most helicopters certified for single-pilot IFR flight are required
to have autopilots, which greatly reduces pilot workload. If an
autopilot servo fails, however, resume manual control of the
helicopter. The amount of workload increase depends on which
servo fails. If a cyclic servo fails, a pilot may want to land
immediately because the workload increases tremendously. If
an antitorque or collective servo fails, continuing to the next
suitable landing site might be possible.
Instrument Takeoff
The procedures and techniques described here should be
modified as necessary to conform to those set forth in the
operating instructions for the particular helicopter being
flown. During training, instrument takeoffs should not
be attempted except when receiving instruction from an
appropriately certificated, proficient flight instructor pilot.
Adjust the miniature aircraft in the attitude indicator, as
appropriate, for the aircraft being flown. After the helicopter
　
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