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lateral cyclic pressure you apply. How far the helicopter
banks (the steepness of the bank) depends on how
long you displace the cyclic. After establishing the
proper bank angle, return the cyclic toward the neutral
position. Increase the collective and throttle to main-
Tip-Path Plane
Figure 9-11. You can maintain a straight-and-level attitude by
keeping the tip-path plane parallel to and a constant distance
above or below the natural horizon. For any given airspeed,
this distance remains the same as long as you sit in the same
position in the same type of aircraft.
HCL Inertia
Figure 9-12. During a level, coordinated turn, the rate of turn
is commensurate with the angle of bank used, and inertia and
horizontal component of lift (HCL) are equal.
9-13
tain altitude and r.p.m. As the torque increases, increase
the proper antitorque pedal pressure to maintain longitudinal
trim. Depending on the degree of bank, additional
forward cyclic pressure may be required to
maintain airspeed.
Rolling out of the turn to straight-and-level flight is the
same as the entry into the turn except that pressure on
the cyclic is applied in the opposite direction. Since the
helicopter continues to turn as long as there is any bank,
start the rollout before reaching the desired heading.
The discussion on level turns is equally applicable to
making turns while climbing or descending. The only
difference being that the helicopter is in a climbing or
descending attitude rather than that of level flight. If a
simultaneous entry is desired, merely combine the
techniques of both maneuvers—climb or descent
entry and turn entry. When recovering from a climbing
or descending turn, the desired heading and altitude are
rarely reached at the same time. If the heading is
reached first, stop the turn and maintain the climb or
descent until reaching the desired altitude. On the
other hand, if the altitude is reached first, establish the
level flight attitude and continue the turn to the
desired heading.
SLIPS
A slip occurs when the helicopter slides sideways
toward the center of the turn. [Figure 9-13] It is caused
by an insufficient amount of antitorque pedal in the
direction of the turn, or too much in the direction opposite
the turn, in relation to the amount of power used. In
other words, if you hold improper antitorque pedal pressure,
which keeps the nose from following the turn, the
helicopter slips sideways toward the center of the turn.
SKIDS
A skid occurs when the helicopter slides sideways
away from the center of the turn. [Figure 9-14] It is
caused by too much antitorque pedal pressure in the
direction of the turn, or by too little in the direction
opposite the turn in relation to the amount of power
used. If the helicopter is forced to turn faster with
increased pedal pressure instead of by increasing the
degree of the bank, it skids sideways away from the
center of the turn instead of flying in its normal curved
pattern.
In summary, a skid occurs when the rate of turn is too
fast for the amount of bank being used, and a slip occurs
when the rate of turn is too slow for the amount of bank
being used.
COMMON ERRORS
1. Using antitorque pedal pressures for turns. This is
usually not necessary for small helicopters.
2. Slipping or skidding in the turn.
NORMAL CLIMB
The entry into a climb from a hover has already been
discussed under “Normal Takeoff from a Hover;” therefore,
this discussion is limited to a climb entry from
cruising flight.
TECHNIQUE
To enter a climb from cruising flight, apply aft cyclic to
obtain the approximate climb attitude. Simultaneously
increase the collective and throttle to obtain climb
power and maintain r.p.m. In a counterclockwise rotor
system, increase the left antitorque pedal pressure to
compensate for the increased torque. As the airspeed
approaches normal climb airspeed, adjust the cyclic to
hold this airspeed. Throughout the maneuver, maintain
climb attitude, heading, and airspeed with the cyclic;
climb power and r.p.m. with the collective and throttle;
and longitudinal trim with the antitorque pedals.
To level off from a climb, start adjusting the attitude to the
level flight attitude a few feet prior to reaching the desired
altitude. The amount of lead depends on the rate of climb
at the time of level-off (the higher the rate of climb, the
Slip
HCL Inertia
Figure 9-13. During a slip, the rate of turn is too slow for the
angle of bank used, and the horizontal component of lift
　
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