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 the majority of helicopters. In most cases, the techniques described apply to small training helicopters with:

Where a technique differs, it is 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 throttle coordination to maintain proper rotations per minute (rpm), there is no differentiation between those helicopters with a governor 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 “cyclic pitch control” throughout the chapter, these controls are referred to as just “collective” and “cyclic.”

Because helicopter performance varies with weather conditions and aircraft loading, specific nose attitudes and power settings are not detailed in this handbook. In addition, this chapter does not detail every attitude of a helicopter in the various flight maneuvers, nor every move that must be made in order to perform a given maneuver.

When a maneuver is presented, there is 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.

There are four fundamentals of flight upon which all maneuvers are based: straight-and-level flight, turns, climbs, and descents. All controlled flight maneuvers consist of one or more of these four fundamentals of flight. If a student pilot is able to perform these maneuvers well, and the student’s proficiency is based on accurate “feel” and control analysis rather than mechanical movements, the ability to perform any assigned maneuver is only a matter of obtaining a clear visual and mental conception of it. The flight instructor must impart a good knowledge of these basic elements to the student and must combine them and plan their practice so that proper performance of each is instinctive without conscious effort. The importance of this to the success of flight training cannot be overemphasized. As the student progresses to more complex maneuvers, discounting any difficulties in visualizing the maneuvers, most student difficulties are caused by a lack of training, practice, or understanding of the principles of one or more of these fundamentals.

Good practices to follow during maneuvering flight include:

Perform the maneuver with less intensity until all aspects of the machine can be controlled. The pilot must be aware of the sensitivity of the flight controls due to the high speed of the main rotor.

Straight-and-level flight is flight in which constant altitude and heading are maintained. The attitude of the rotor disk relative to the horizon determines the airspeed. The horizontal stabilizer design determines the helicopter’s attitude when stabilized at an airspeed and altitude. Altitude is primarily controlled by use of the collective.

To maintain forward flight, the rotor tip-path plane must be tilted forward to obtain the necessary horizontal thrust component from the main rotor. By doing this, it causes the nose of the helicopter to lower which in turn will cause the airspeed to increase. In order to counteract this, the pilot must find the correct power setting to maintain level flight by adjusting the collective. [Figure 9-1] The horizontal stabilizer aids in trimming the helicopter about its transverse, horizontal axis, and reduces the amount of nose tuck that would occur. On several helicopters, it is designed as a negative lift airfoil, which produces a lifting force in a downward direction.

When in straight-and-level flight, any increase in the collective, while holding airspeed constant, causes the helicopter to climb. A decrease in the collective, while holding airspeed constant, causes the helicopter to descend. A change in the collective requires a coordinated change of the throttle to maintain a constant rpm. Additionally, the antitorque pedals need to keep the helicopter in trim around the vertical axis.