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2. visual cues and instrument readings. Instrument presentations and panel layouts vary, as does seating for the pilot-in-command, sometimes right, sometimes left, depending on type;
3. idiosyncrasies. Each helicopter has its particularities, for example, vibration at certain airspeeds or flight conditions;
4. ancillary controls. These vary from type to type, examples are pitot heat, blower defogging and heater controls.
The time required for a conversion will vary with your experience, skill and helicopter type. Regardless, a successful conversion is dependent on a sound knowledge of the aircraft, and the skill to perform all normal and emergency procedures safely and accurately.
EXERCISE 30 - INSTRUMENT FLYING
Any situation likely to place a VFR pilot in instrument meteorological conditions (IMC) should be avoided, nevertheless, every year there are instances of pilots accidentally flying into cloud or whiteout conditions. The instrument instruction taught on the private and commercial pilot course does not qualify any pilot to fly IFR. It is designed to assist the pilot who is not IFR qualified, flying a helicopter not suitably equipped, to transition back to visual meteorological conditions (VMC) from inadvertent IMC.
By far the safest and most expedient procedure for a VFR pilot is the time honoured 180 degree turn back to VMC. This procedure is the most appropriate for VFR flights at VFR altitudes, night flights that encounter IMC, or where IMC is a local phenomena, e.g. fog, blowing snow or ice crystals. To achieve the 180 degree turn the pilot must:
1. control the helicopter and revert to instrument flight, noting altitude, airspeed and heading;
2. maintain or climb to an altitude to safely clear the surrounding terrain;
3. execute a rate one turn to the reciprocal heading; and
4. maintain instrument flight until VMC is regained, then another decision will be required, to either proceed, turn back, or to land.
Attitude instrument flying is essentially visual flying with the flight instruments substituted for the natural horizon and various reference points around the helicopter. In flight, the instruments provide information concerning:
1. helicopter attitude;
2. power required; and
3. whether the combination of attitude and power is providing the desired performance.
This exercise description is general in nature as the instrument portion of the course is taught using different methods at different schools. Students should not be overawed by the prospect of instrument flying, as much of it is linked to basic manoeuvres already mastered early in the course, and the majority of the theory is in review of subjects already understood.
AIRCRAFT CONTROL
1. Control inputs that produce movements are the same as those used in visual flight.
2. Control pressures should be smooth, make small corrections and wait for the results.
3. Students must anticipate the need to change power and attitude to arrive at desired airspeeds and altitudes when accelerating, decelerating, climbing, descending, and levelling off.
4. Refer to control instruments to establish attitude and power, refer to performance instruments to verify airspeed, vertical speed, or other desired performance.
ATTITUDE CONTROL
The attitude of the helicopter is controlled by movement around its pitch (lateral), roll (longitudinal), and yaw (vertical) axes. The three helicopter flight controls are:
1. Cyclic (attitude control)
a) Pitch Attitude Control. The movement of the helicopter about the lateral axis  (nose up/down), involves changing the longitudinal tilt of the main rotor (cyclically).
b) Bank Attitude Control. The movement of the helicopter about the longitudinal axis (roll), involves controlling the angle made by the lateral tilt of the rotor disc and the natural horizon.
2. Collective (power/thrust control)
Adjusting collective pitch results in a collective angle of attack change of the same amount on each rotor blade.
　
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