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lead. For example, when turning from an easterly
direction to north, where the latitude is 30°, start the
roll-out when the compass reads 037° (30° plus onehalf
the 15° angle of bank, or whatever amount is
appropriate for your rate of roll-out). When turning
from an easterly direction to south, start the roll-out
when the magnetic compass reads 203° (180° plus 30°
minus one-half the angle of bank). When making similar
turns from a westerly direction, the appropriate
points at which to begin your roll-out would be 323°
for a turn to north, and 157° for a turn to south.
COMMON ERRORS DURING TURNS
1. Failure to maintain desired turn rate.
2. Failure to maintain altitude in level turns.
3. Failure to maintain desired airspeed.
4. Variation in the rate of entry and recovery.
5. Failure to use proper lead in turns to a heading.
6. Failure to properly compute time during timed turns.
7. Failure to use proper leads and lags during the
compass turns.
8. Improper use of power.
9. Failure to use proper pedal trim.
UNUSUAL ATTITUDES
Any maneuver not required for normal helicopter instrument
flight is an unusual attitude and may be caused by
any one or a combination of factors, such as turbulence,
disorientation, instrument failure, confusion, preoccupation
with cockpit duties, carelessness in cross-checking,
errors in instrument interpretation, or lack of proficiency
in aircraft control. Due to the instability characteristics
of the helicopter, unusual attitudes can be extremely critical.
As soon as you detect an unusual attitude, make a
recovery to straight-and-level flight as soon as possible
with a minimum loss of altitude.
To recover from an unusual attitude, correct bank and
pitch attitude, and adjust power as necessary. All components
are changed almost simultaneously, with little
lead of one over the other. You must be able to perform
this task with and without the attitude indicator. If the
helicopter is in a climbing or descending turn, correct
bank, pitch, and power. The bank attitude should be
corrected by referring to the turn-and-slip indicator and
attitude indicator. Pitch attitude should be corrected by
reference to the altimeter, airspeed indicator, VSI, and
attitude indicator. Adjust power by referring to the airspeed
indicator and torque meter.
Since the displacement of the controls used in recoveries
from unusual attitudes may be greater than those for
normal flight, take care in making adjustments as
straight-and-level flight is approached. Cross-check the
other instruments closely to avoid overcontrolling.
Land as soon as possible—Land without delay at the nearest suitable
area, such as an open field, at which a safe approach and landing is
assured.
Land immediately—The urgency of the landing is paramount. The primary
consideration is to assure the survival of the occupants. Landing in
trees, water, or other unsafe areas should be considered only as a last
resort.
Land as soon as practical—The landing site and duration of flight are
at the discretion of the pilot. Extended flight beyond the nearest
approved landing area is not recommended.
12-19
AUTOROTATIONS
Both straight-ahead and turning autorotations should
be practiced by reference to instruments. This training
will ensure that you can take 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 r.p.m. 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 r.p.m.
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, you
　
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