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5. hold firmly to hats and loose articles.
6. never reach up or dart after a hat or other object
that might be blown off or away.
7. protect eyes by shielding them with a hand or by
squinting.
8. if suddenly blinded by dust or a blowing object,
stop and crouch lower; or better yet, sit down and
wait for help.
9. never grope or feel your way toward or away
from the helicopter.
Since few helicopters carry cabin attendants, you, as
the pilot, will have to conduct the pre-takeoff and prelanding
briefings. The type of operation dictates what
sort of briefing is necessary. All briefings should
include the following:
1. The use and operation of seatbelts for takeoff, en
route, and landing.
2. For overwater flights, the location and use of
flotation gear and other survival equipment that
might be on board. You should also include how
and when to abandon the helicopter should a
ditching be necessary.
3. For flights over rough or isolated terrain, all
occupants should be told where maps and survival
gear are located.
4. Passengers should be instructed as to what
actions and precautions to take in the event of an
emergency, such as the body position for best
spinal protection against a high vertical impact
landing (erect with back firmly against the seat
back); and when and how to exit after landing.
Ensure that passengers are aware of the location
of the fire extinguisher and survival equipment.
5. Smoking should not be permitted within 50 feet
of an aircraft on the ground. Smoking could be
permitted, at the discretion of the pilot, except
under the following conditions:
• during all ground operations.
• during, takeoff or landing.
• when carrying flammable or hazardous
materials.
When passengers are approaching or leaving a helicopter
that is sitting on a slope with the rotors turning, they
should approach and depart downhill. This affords the
greatest distance between the rotor blades and the
ground. If this involves walking around the helicopter,
they should always go around the front, never the rear.
9-5
VERTICAL TAKEOFF TO A HOVER
A vertical takeoff, or takeoff to a hover, is a maneuver
in which the helicopter is raised vertically from the surface
to the normal hovering altitude (2 to 5 feet) with a
minimum of lateral or longitudinal movement.
TECHNIQUE
Prior to any takeoff or maneuver, you should ensure
that the area is clear of other traffic. Then, head the helicopter
into the wind, if possible. Place the cyclic in the
neutral position, with the collective in the full down
position. Increase the throttle smoothly to obtain and
maintain proper r.p.m., then raise the collective. Use
smooth, continuous movement, coordinating the throttle
to maintain proper r.p.m. As you increase the collective,
the helicopter becomes light on the skids, and
torque tends to cause the nose to swing or yaw to the
right unless sufficient left antitorque pedal is used to
maintain the heading. (On helicopters with a clockwise
main rotor system, the yaw is to the left and right pedal
must be applied.)
As the helicopter becomes light on the skids, make necessary
cyclic pitch control adjustments to maintain a
level attitude. When airborne, use the antitorque pedals
to maintain heading and the collective to ensure continuous
vertical assent to the normal hovering altitude.
When hovering altitude is reached, use the throttle and
collective to control altitude, and the cyclic to maintain
a stationary hover. Use the antitorque pedals to maintain
heading. When a stabilized hover is achieved,
check the engine instruments and note the power
required to hover. You should also note the position of
the cyclic. Cyclic position varies with wind and the
amount and distribution of the load.
Excessive movement of any flight control requires a
change in the other flight controls. For example, if
while hovering, you drift to one side, you naturally
move the cyclic in the opposite direction. When you do
this, part of the vertical thrust is diverted, resulting in a
loss of altitude. To maintain altitude, you must increase
the collective. This increases drag on the blades and
tends to slow them down. To counteract the drag and
maintain r.p.m., you need to increase the throttle.
Increased throttle means increased torque, so you must
add more pedal pressure to maintain the heading. This
can easily lead to overcontrolling the helicopter.
However, as your level of proficiency increases, problems
associated with overcontrolling decrease.
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ROTORCRAFT FLYING HANDBOOK1(54)
