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recommends the proper r.p.m.
At position 2, adjust attitude with cyclic control to
obtain the manufacturer’s recommended autorotation
or best gliding speed. Adjust collective pitch control, as
necessary, to maintain rotor r.p.m. in the green arc. Aft
cyclic movements cause an increase in rotor r.p.m.,
which is then controlled by a small increase in collective
pitch control. Avoid a large collective pitch
increase, which results in a rapid decay of rotor r.p.m.,
and leads to “chasing the r.p.m.” Avoid looking straight
down in front of the aircraft. Continually cross-check
attitude, trim, rotor r.p.m., and airspeed.
At approximately 40 to 100 feet above the surface, or
at the altitude recommended by the manufacturer (position
3), begin the flare with aft cyclic control to reduce
forward airspeed and decrease the rate of descent.
Maintain heading with the antitorque pedals. Care must
be taken in the execution of the flare so that the cyclic
control is not moved rearward so abruptly as to cause
the helicopter to climb, nor should it be moved so
slowly as to not arrest the descent, which may allow
the helicopter to settle so rapidly that the tail rotor
strikes the ground. When forward motion decreases to
the desired groundspeed, which is usually the slowest
possible speed (position 4), move the cyclic control
forward to place the helicopter in the proper attitude
for landing.
The altitude at this time should be approximately 8 to
15 feet AGL, depending on the altitude recommended
by the manufacturer. Extreme caution should be used
to avoid an excessive nose high and tail low attitude
below 10 feet. At this point, if a full touchdown landing
is to be made, allow the helicopter to descend vertically
(position 5). Increase collective pitch, as necessary, to
check the descent and cushion the landing. Additional
antitorque pedal is required to maintain heading as collective
pitch is raised due to the reduction in rotor
r.p.m. and the resulting reduced effect of the tail rotor.
Touch down in a level flight attitude.
A power recovery can be made during training in lieu
of a full touchdown landing. Refer to the section on
power recoveries for the correct technique.

　
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