hover, more left to start
turn to left.
Cyclic - Right
Pedal - Most left
pressure in turn.
Cyclic - Rearward
Pedal - Changing from
left to right pressure.
Cyclic - Left
Pedal - Most right pedal
pressure in turn.
Cyclic - Forward
Pedal - Some right to
stop turn, then left to
maintain heading.
Collective - Power
required to hover at
desired height.
Throttle – As necessary
to maintain r.p.m.
Collective -Most power
in turn.
Throttle – As necessary
to maintain r.p.m.
Collective - Power
reducing.
Throttle – As necessary
to maintain r.p.m.
Collective - Least power
in turn.
Throttle – As necessary
to maintain r.p.m.
Collective - Increasing
as left pedal applied.
Throttle – As necessary
to maintain r.p.m.
WIND
Figure 9-2. Left turns in helicopters with a counterclockwise rotating main rotor are more difficult to execute because the tail
rotor demands more power. This requires that you compensate with additional collective pitch and increased throttle. You
might want to refer to this graphic throughout the remainder of the discussion on a hovering turn to the left.
9-7
Control pressures and direction of application change
continuously throughout the turn. The most dramatic
change is the pedal pressure (and corresponding power
requirement) necessary to control the rate of turn as the
helicopter moves through the downwind portion of the
maneuver.
Turns can be made in either direction; however, in a
high wind condition, the tail rotor may not be able to
produce enough thrust, which means you will not be
able to control a turn to the right in a counterclockwise
rotor system. Therefore, if control is ever questionable,
you should first attempt to make a 90° turn to the
left. If sufficient tail rotor thrust exists to turn the
helicopter crosswind in a left turn, a right turn can
be successfully controlled. The opposite applies to
helicopters with clockwise rotor systems. In this
case, you should start your turn to the right.
Hovering turns should be avoided in winds strong
enough to preclude sufficient aft cyclic control to
maintain the helicopter on the selected surface
reference point when headed downwind. Check
the flight manual for the manufacturer’s recommendations
for this limitation.
COMMON ERRORS
1. Failing to maintain a slow, constant rate of turn.
2. Failing to maintain position over the reference
point.
3. Failing to maintain r.p.m. within normal range.
4. Failing to maintain constant altitude.
5. Failing to use the antitorque pedals properly.
HOVERING—FORWARD FLIGHT
You normally use forward hovering flight to move a
helicopter to a specific location, and it is usually begun
from a stationary hover. During the maneuver, constant
groundspeed, altitude, and heading should be maintained.
TECHNIQUE
Before starting, pick out two references directly in
front and in line with the helicopter. These reference
points should be kept in line throughout the maneuver.
[Figure 9-3]
Begin the maneuver from a normal hovering altitude by
applying forward pressure on the cyclic. As movement
begins, return the cyclic toward the neutral position to
keep the groundspeed at a slow rate—no faster than a
brisk walk. Throughout the maneuver, maintain a
constant groundspeed and path over the ground with
the cyclic, a constant heading with the antitorque
pedals, altitude with the collective, and the proper
r.p.m. with the throttle.
To stop the forward movement, apply reward cyclic
pressure until the helicopter stops. As forward motion
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