From the previous chapters, it should be apparent that
no two helicopters perform the same way. Even when
flying the same model of helicopter, wind, temperature,
humidity, weight, and equipment make it difficult to
predict just how the helicopter will perform. Therefore,
this chapter presents the basic flight maneuvers in a
way that would apply to a majority of the helicopters.
In most cases, the techniques described apply to small
training helicopters with:
• A single, main rotor rotating in a counterclock-
wise direction (looking downward on the rotor).
• An antitorque system.
Where a technique differs, it will be noted. For example,
a power increase on a helicopter with a clockwise rotor
system requires right antitorque pedal pressure instead
of left pedal pressure. In many cases, the terminology
“apply proper pedal pressure” is used to indicate both
types of rotor systems. However, when discussing throt-
tle coordination to maintain proper r.p.m., there will be
no differentiation between those helicopters with a gov-
ernor and those without. In a sense, the governor is doing
the work for you. In addition, instead of using the terms
collective pitch control and the cyclic pitch control
throughout the chapter, these controls are referred to as
just collective and cyclic.
Because helicopter performance varies with different
weather conditions and aircraft loading, specific nose
attitudes and power settings will not be discussed. In
addition, this chapter does not detail each and every
attitude of a helicopter in the various flight maneuvers,
nor each and every move you must make in order to
perform a given maneuver.
When a maneuver is presented, there will be a brief
description, followed by the technique to accomplish
the maneuver. In most cases, there is a list of common
errors at the end of the discussion.
PREFLIGHT
Before any flight, you must ensure the helicopter is
airworthy by inspecting it according to the rotorcraft
flight manual, pilot’s operating handbook, or other
information supplied either by the operator or the man-
ufacturer. Remember that as pilot in command, it is
your responsibility to ensure the aircraft is in an air-
worthy condition.
In preparation for flight, the use of a checklist is important
so that no item is overlooked. Follow the manufacturer’s
suggested outline for both the inside and outside inspec-
tion. This ensures that all the items the manufacturer
feels are important are checked. Obviously, if there are
other items you feel might need attention, inspect
them as well.
MINIMUM EQUIPMENT LISTS (MELS) AND
OPERATIONS WITH INOPERATIVE
EQUIPMENT
The Code of Federal Regulations (CFRs) requires that
all aircraft instruments and installed equipment be
operative prior to each departure. However, when the
FAA adopted the minimum equipment list (MEL)
concept for 14 CFR part 91 operations, flights were
allowed with inoperative items, as long as the inopera-
tive items were determined to be nonessential for safe
flight. At the same time, it allowed part 91 operators,
without an MEL, to defer repairs on nonessential
equipment within the guidelines of part 91.
There are two primary methods of deferring maintenance
on rotorcraft operating under part 91. They are the defer-
ral provision of 14 CFR part 91, section 91.213(d) and an
FAA-approved MEL.
The deferral provision of section 91.213(d) is widely
used by most pilot/operators. Its popularity is due to
simplicity and minimal paperwork. When inoperative
equipment is found during preflight or prior to depar-
ture, the decision should be to cancel the flight, obtain
maintenance prior to flight, or to defer the item or
equipment.
Maintenance deferrals are not used for in-flight discrep-
ancies. The manufacturer's RFM/POH procedures are
to be used in those situations. The discussion that
Minimum Equipment List (MEL)—An inventory of instruments and
equipment that may legally be inoperative, with the specific conditions
under which an aircraft may be flown with such items inoperative.
follows assumes that the pilot wishes to defer mainte-
nance that would ordinarily be required prior to flight.
Using the deferral provision of section 91.213(d), the
pilot determines whether the inoperative equipment is
required by type design, the CFRs, or ADs. If the inop-
erative item is not required, and the helicopter can be
safely operated without it, the deferral may be made.
The inoperative item shall be deactivated or removed and
an INOPERATIVE placard placed near the appropriate
switch, control, or indicator. If deactivation or removal
involves maintenance (removal always will), it must be
accomplished by certificated maintenance personnel.
For example, if the position lights (installed equipment)
were discovered to be inoperative prior to a daytime
flight, the pilot would follow the requirements of sec-
tion 91.213(d).
The deactivation may be a process as simple as the pilot
positioning a circuit breaker to the OFF position, or as
complex as rendering instruments or equipment totally
inoperable. Complex maintenance tasks require a cer-
tificated and appropriately rated maintenance person to
perform the deactivation. In all cases, the item or equip-
ment must be placarded INOPERATIVE.
All rotorcraft operated under part 91 are eligible to use
the maintenance deferral provisions of section 91.213(d).
However, once an operator requests an MEL, and a Letter
of Authorization (LOA) is issued by the FAA, then the
use of the MEL becomes mandatory for that helicopter.
All maintenance deferrals must be accomplished in
accordance with the terms and conditions of the MEL and
the operator-generated procedures document.
The use of an MEL for rotorcraft operated under part 91
also allows for the deferral of inoperative items or
equipment. The primary guidance becomes the FAA-
approved MEL issued to that specific operator and
N-numbered helicopter.
The FAA has developed master minimum equipment
lists (MMELs) for rotorcraft in current use. Upon writ-
ten request by a rotorcraft operator, the local FAA Flight
Standards District Office (FSDO) may issue the appro-
priate make and model MMEL, along with an LOA, and
the preamble. The operator then develops operations
and maintenance (O&M) procedures from the MMEL.
This MMEL with O&M procedures now becomes the
operator's MEL. The MEL, LOA, preamble, and proce-
dures document developed by the operator must be on
board the helicopter when it is operated.
The FAA considers an approved MEL to be a supple-
mental type certificate (STC) issued to an aircraft by
serial number and registration number. It therefore
becomes the authority to operate that aircraft in a condi-
tion other than originally type certificated.
With an approved MEL, if the position lights were dis-
covered inoperative prior to a daytime flight, the pilot
would make an entry in the maintenance record or dis-
crepancy record provided for that purpose. The item is
then either repaired or deferred in accordance with the
MEL. Upon confirming that daytime flight with inopera-
tive position lights is acceptable in accordance with the
provisions of the MEL, the pilot would leave the position
lights switch OFF, open the circuit breaker (or whatever
action is called for in the procedures document), and plac-
ard the position light switch as INOPERATIVE.
There are exceptions to the use of the MEL for deferral.
For example, should a component fail that is not listed
in the MEL as deferrable (the rotor tachometer, engine
tachometer, or cyclic trim, for example), then repairs
are required to be performed prior to departure. If main-
tenance or parts are not readily available at that
location, a special flight permit can be obtained from
the nearest FSDO. This permit allows the helicopter to
be flown to another location for maintenance. This
allows an aircraft that may not currently meet applica-
ble airworthiness requirements, but is capable of safe
flight, to be operated under the restrictive special terms
and conditions attached to the special flight permit.
Deferral of maintenance is not to be taken lightly, and
due consideration should be given to the effect an inop-
erative component may have on the operation of a
helicopter, particularly if other items are inoperative.
Further information regarding MELs and operations
with inoperative equipment can be found in AC 91-67,
Minimum Equipment Requirements for General
Aviation Operations Under FAR Part 91.
ENGINE START
AND ROTOR ENGAGEMENT
During the engine start, rotor engagement, and systems
ground check, use the manufacturer’s checklists. If a
problem arises, have it checked before continuing.
Prior to performing these tasks, however, make sure
the area near the helicopter is clear of personnel and
equipment. Helicopters are safe and efficient flying
machines as long as they are operated within the
parameters established by the manufacturer.
ROTOR SAFETY CONSIDERATIONS
The exposed nature of the main and tail rotors deserve
special caution. You must exercise extreme care when
taxiing near hangars or obstructions since the distance
between the rotor blade tips and obstructions is very
difficult to judge. [Figure 9-1] In addition, you cannot
see the tail rotor of some helicopters from the cabin.
Therefore, when hovering backwards or turning in
those helicopters, allow plenty of room for tail rotor
clearance. It is a good practice to glance over your
shoulder to maintain this clearance.
Another rotor safety consideration is the thrust a heli-
copter generates. The main rotor system is capable of
blowing sand, dust, snow, ice, and water at high veloci-
ties for a significant distance causing injury to nearby
people and damage to buildings, automobiles, and other
aircraft. Loose snow, can severely reduce visibility and
obscure outside visual references. Any airborne debris
near the helicopter can be ingested into the engine air
intake or struck by the main and tail rotor blades.
SAFETY IN AND AROUND HELICOPTERS
People have been injured, some fatally, in helicopter
accidents that would not have occurred had they been
informed of the proper method of boarding or deplan-
ing. A properly briefed passenger should never be
endangered by a spinning rotor. The simplest method
of avoiding accidents of this sort is to stop the rotors
before passengers are boarded or allowed to depart.
Because this action is not always practicable, and to
realize the vast and unique capabilities of the helicop-
ter, it is often necessary to take on passengers or to
deplane them while the engine and rotors are turning.
To avoid accidents, it is essential that all persons asso-
ciated with helicopter operations, including passengers,
be made aware of all possible hazards and instructed as
to how they can be avoided.
Persons directly involved with boarding or deplaning
passengers, aircraft servicing, rigging, or hooking up
external loads, etc., should be instructed as to their
duties. It would be difficult, if not impossible, to cover
each and every type of operation related to helicopters.
A few of the more obvious and common ones are cov-
ered below.
RAMP ATTENDANTS AND AIRCRAFT SERVIC-
ING PERSONNEL— These personnel should be
instructed as to their specific duties, and the proper
method of fulfilling them. In addition, the ramp atten-
dant should be taught to:
1. keep passengers and unauthorized persons out of
the helicopter landing and takeoff area.
2. brief passengers on the best way to approach and
board a helicopter with its rotors turning.
AIRCRAFT SERVICING— The helicopter rotor blades
should be stopped, and both the aircraft and the refuel-
ing unit properly grounded prior to any refueling oper-
ation. You, as the pilot, should ensure that the proper
grade of fuel and the proper additives, when required,
are being dispensed.
Refueling the aircraft, while the blades are turning,
known as "hot refueling," may be practical for certain
types of operation. However, this can be hazardous if
not properly conducted. Pilots should remain at the
flight controls; and refueling personnel should be
knowledgeable about the proper refueling procedures
and properly briefed for specific helicopter makes and
models.
Refueling units should be positioned to ensure ade-
quate rotor blade clearance. Persons not involved with
the refueling operation should keep clear of the area.
Smoking must be prohibited in and around the aircraft
during all refueling operations.
EXTERNAL-LOAD RIGGERS— Rigger training is
possibly one of the most difficult and continually
changing problems of the helicopter external-load
operator. A poorly rigged cargo net, light standard, or
load pallet could result in a serious and costly accident.
It is imperative that all riggers be thoroughly trained to
meet the needs of each individual external-load opera-
tion. Since rigging requirements may vary several
times in a single day, proper training is of the utmost
importance to safe operations.
PILOT AT THE FLIGHT CONTROLS— Many heli-
copter operators have been lured into a "quick turn-
around" ground operation to avoid delays at airport
terminals and to minimize stop/start cycles of the
engine. As part of this quick turnaround, the pilot might
leave the cockpit with the engine and rotors turning.
Such an operation can be extremely hazardous if a gust
of wind disturbs the rotor disc, or the collective flight
control moves causing lift to be generated by the rotor
system. Either occurrence may cause the helicopter to
roll or pitch, resulting in a rotor blade striking the tail-
boom or the ground. Good operating procedures dictate
that pilots remain at the flight controls whenever the
engine is running and the rotors are turning.
EXTERNAL-LOAD HOOKUP PERSONNEL—
There are several areas in which these personnel
should be knowledgeable. First, they should know the
lifting capability of the helicopters involved. Since
some operators have helicopter models with almost
Figure 9-1. Exercise extreme caution when hovering near
buildings or other aircraft.
identical physical characteristics but different lifting
capabilities, this knowledge is essential. For example,
a hookup person may be working with a turbocharged
helicopter on a high altitude project when a non-tur-
bocharged helicopter, which looks exactly the same to
the ground crew, comes to pick up a load. If the
hookup person attaches a load greater than the
non-turbocharged helicopter can handle, a potentially
dangerous situation could exist.
Second, know the pilots. The safest plan is to stan-
dardize all pilots in the manner in which sling loads
are picked up and released. Without pilot standardiza-
tion, the operation could be hazardous. The operator
should standardize the pilots on operations while
personnel are beneath the helicopter.
Third, know the cargo. Many items carried via sling are
very fragile, others can take a beating. The hookup per-
son should always know when a hazardous article is
involved and the nature of the hazard, such as explo-
sives, radioactive materials, and toxic chemicals. In
addition to knowing this, the hookup person should be
familiar with the types of protective gear or clothing
and the actions necessary to protect their own safety
and that of the operation.
Fourth, know appropriate hand signals. When direct
radio communications between ground and flight per-
sonnel are not used, the specific meaning of hand
signals should be coordinated prior to operations.
Fifth, know emergency procedures. Ground and flight
personnel should fully agree to and understand the
actions to be taken by all participants in the event of
emergencies. This prior planning is essential to avoid
injuries to all concerned.
PASSENGERS— All persons who board a helicopter
while its rotors are turning should be instructed in the
safest means of doing so. Naturally, if you are at the
controls, you may not be able to conduct a boarding
briefing. Therefore, the individual who arranged for the
passengers' flight or is assigned as the ramp attendant
should accomplish this task. The exact procedures may
vary slightly from one helicopter model to another, but
in general the following should suffice.
When boarding—
1. stay away from the rear of the helicopter.
2. approach or leave the helicopter in a crouching
manner.
3. approach from the side or front, but never out of
the pilot's line of vision.
4. carry tools horizontally, below waist level, never
upright or over the shoulder.
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 pre-
landing 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 sur-
vival 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 helicop-
ter 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.
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 sur-
face 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 hel-
icopter 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 throt-
tle to maintain proper r.p.m. As you increase the collec-
tive, 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 nec-
essary cyclic pitch control adjustments to maintain a
level attitude. When airborne, use the antitorque pedals
to maintain heading and the collective to ensure contin-
uous 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 main-
tain 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, prob-
lems associated with overcontrolling decrease.
COMMON ERRORS
1. Failing to ascend vertically as the helicopter
becomes airborne.
2. Pulling through on the collective after becoming
airborne, causing the helicopter to gain too much
altitude.
3. Overcontrolling the antitorque pedals, which not
only changes the handling of the helicopter, but
also changes the r.p.m.
4. Reducing throttle rapidly in situations where
proper r.p.m. has been exceeded. This usually
results in exaggerated heading changes and loss
of lift, resulting in loss of altitude.
HOVERING
Hovering is a maneuver in which the helicopter is main-
tained in a nearly motionless flight over a reference
point at a constant altitude and on a constant heading.
The maneuver requires a high degree of concentration
and coordination.
TECHNIQUE
To maintain a hover over a point, you should look for
small changes in the helicopter’s attitude and altitude.
When you note these changes, make the necessary con-
trol inputs before the helicopter starts to move from the
point. To detect small variations in altitude or position,
your main area of visual attention needs to be some
distance from the aircraft, using various points on the
helicopter or the tip-path plane as a reference. Looking
too close or looking down leads to overcontrolling.
Obviously, in order to remain over a certain point, you
should know where the point is, but your attention
should not be focused there.
As with a takeoff, you control altitude with the collec-
tive and maintain a constant r.p.m. with the throttle.
Use the cyclic to maintain the helicopter’s position and
the pedals to control heading. To maintain the
helicopter in a stabilized hover, make small, smooth,
coordinated corrections. As the desired effect occurs,
remove the correction in order to stop the helicopter’s
movement. For example, if the helicopter begins to
move rearward, you need to apply a small amount of
forward cyclic pressure. However, neutralize this pres-
sure just before the helicopter comes to a stop, or it will
begin to move forward.
After you gain experience, you will develop a certain
“feel” for the helicopter. You will feel and see small
deviations, so you can make the corrections before the
helicopter actually moves. A certain relaxed looseness
develops, and controlling the helicopter becomes sec-
ond nature, rather than a mechanical response.
COMMON ERRORS
1. Tenseness and slow reactions to movements of
the helicopter.
2. Failure to allow for lag in cyclic and collective
pitch, which leads to overcontrolling.
3. Confusing attitude changes for altitude changes,
which result in improper use of the controls.
4. Hovering too high, creating a hazardous flight
condition.
5. Hovering too low, resulting in occasional touch-
down.
HOVERING TURN
A hovering turn is a maneuver performed at hovering
altitude in which the nose of the helicopter is rotated
either left or right while maintaining position over a
reference point on the surface. The maneuver requires
the coordination of all flight controls and demands pre-
cise control near the surface. You should maintain a
constant altitude, rate of turn, and r.p.m.
TECHNIQUE
Initiate the turn in either direction by applying anti-
torque pedal pressure toward the desired direction. It
should be noted that during a turn to the left, you need
to add more power because left pedal pressure
increases the pitch angle of the tail rotor, which, in turn,
requires additional power from the engine. A turn to the
right requires less power. (On helicopters with a clock-
wise rotating main rotor, right pedal increases the pitch
angle and, therefore, requires more power.)
As the turn begins, use the cyclic as necessary (usually
into the wind) to keep the helicopter over the desired
spot. To continue the turn, you need to add more and
more pedal pressure as the helicopter turns to the cross-
wind position. This is because the wind is striking the
tail surface and tail rotor area, making it more difficult
for the tail to turn into the wind. As pedal pressures
increase due to crosswind forces, you must increase the
cyclic pressure into the wind to maintain position. Use
the collective with the throttle to maintain a constant
altitude and r.p.m. [Figure 9-2]
After the 90° portion of the turn, you need to decrease
pedal pressure slightly to maintain the same rate of
turn. Approaching the 180°, or downwind, portion,
you need to anticipate opposite pedal pressure due to
the tail moving from an upwind position to a down-
wind position. At this point, the rate of turn has a ten-
dency to increase at a rapid rate due to the
weathervaning tendency of the tail surfaces. Because
of the tailwind condition, you need to hold rearward
cyclic pressure to keep the helicopter over the same
spot.
Because of the helicopter’s tendency to weathervane,
maintaining the same rate of turn from the 180° posi-
tion actually requires some pedal pressure opposite the
direction of turn. If you do not apply opposite pedal
pressure, the helicopter tends to turn at a faster rate.
The amount of pedal pressure and cyclic deflection
throughout the turn depends on the wind velocity. As
you finish the turn on the upwind heading, apply
opposite pedal pressure to stop the turn. Gradually
apply forward cyclic pressure to keep the helicopter
from drifting.
Cyclic - Forward
Pedal - Some left in□
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.
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 question-
able, 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 recom-
mendations 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
stops, return the cyclic to the neutral position to pre-
vent rearward movement. Forward movement can also
be stopped by simply applying rearward pressure to
level the helicopter and let it drift to a stop.
COMMON ERRORS
1. Exaggerated movement of the cyclic, resulting in
erratic movement over the surface.
2. Failure to use the antitorque pedals properly,
resulting is excessive heading changes.
3. Failure to maintain desired hovering altitude.
4. Failure to maintain proper r.p.m.
HOVERING—SIDEWARD FLIGHT
Sideward hovering flight may be necessary to move
the helicopter to a specific area when conditions make
it impossible to use forward flight. During the maneu-
ver, a constant groundspeed, altitude, and heading
should be maintained.
TECHNIQUE
Before starting sideward hovering flight, make sure the
area you are going to hover into is clear. Then pick two
points of reference in a line in the direction of sideward
hovering flight to help you maintain the proper ground
Reference□
Points
Figure 9-3. To maintain a straight ground track, use two refer-
ence points in line and at some distance in front of the helicopter.