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there is a tendency to lose altitude and/or airspeed.
Therefore, to maintain a constant altitude and airspeed,
additional power is required. You should not initiate a
correction, however, until the instruments indicate the
need for a correction. During the maneuver, note the
need for a correction on the altimeter and vertical speed
indicator, then check the indications on the attitude
indicator, and make the necessary adjustments. After
you have made this change, again check the altimeter
and vertical speed indicator to determine whether or
not the correction was adequate.
CLIMBING AND DESCENDING TURNS
For climbing and descending turns, the techniques
described earlier for straight climbs and descents and
those for standard rate turns are combined. For practice,
start the climb or descent and turn simultaneously. The
primary and supporting instruments for a stabilized constant
airspeed left climbing turn are illustrated in figure
12-21. The leveloff from a climbing or descending turn
is the same as the leveloff from a straight climb or
descent. To recover to straight-and-level flight, you may
stop the turn and then level off, level off and then stop
the turn, or simultaneously level off and stop the turn.
During climbing and descending turns, keep the ball of
the turn indicator centered with pedal trim.
COMPASS TURNS
The use of gyroscopic heading indicators make heading
control very easy. However, if the heading indicator
fails or your helicopter does not have one installed,
you must use the magnetic compass for heading reference.
When making compass-only turns, you need to
adjust for the lead or lag created by acceleration and
deceleration errors so that you roll out on the desired
heading. When turning to a heading of north, the lead
for the roll-out must include the number of degrees of
your latitude plus the lead you normally use in recovery
from turns. During a turn to a south heading, maintain
the turn until the compass passes south the number
40
50 60 70
80
90
100
110
0 120
10
20
30
TORQUE
PERCENT

 Primary

Power

 

Supporting Pitch

and Bank
Primary Bank
Primary Pitch
Supporting Pitch
Figure 12-21. Flight instrument indications for a stabilized left climbing turn at a constant airspeed.
12-18
COMMON ERRORS DURING
UNUSUAL ATTITUDE RECOVERIES
1. Failure to make proper pitch correction.
2. Failure to make proper bank correction.
3. Failure to make proper power correction.
4. Overcontrol of pitch and/or bank attitude.
5. Overcontrol of power.
6. Excessive loss of altitude.
EMERGENCIES
Emergencies under instrument flight are handled similarly
to those occurring during VFR flight. A thorough
knowledge of the helicopter and its systems, as well as
good aeronautical knowledge and judgment, prepares
you to better handle emergency situations. Safe operations
begin with preflight planning and a thorough preflight.
Plan your route of flight so that there are adequate
landing sites in the event you have to make an emergency
landing. Make sure you have all your resources,
such as maps, publications, flashlights, and fire extinguishers
readily available for use in an emergency.
During any emergency, you should first fly the aircraft.
This means that you should make sure the helicopter is
under control, including the determination of emergency
landing sites. Then perform the emergency checklist
memory items, followed by written items in the RFM.
Once all these items are under control, you should notify
ATC. Declare any emergency on the last assigned ATC
frequency, or if one was not issued, transmit on the emergency
frequency 121.5. Set the transponder to the emergency
squawk code 7700. This code triggers an alarm or
a special indicator in radar facilities.
Most in-flight emergencies, including low fuel and a
complete electrical failure, require you to land as soon
as possible. In the event of an electrical fire, turn all nonessential
equipment off and land immediately. Some
essential electrical instruments, such as the attitude indicator,
may be required for a safe landing. A navigation
radio failure may not require an immediate landing as
long as the flight can continue safely. In this case, you
should land as soon as practical. ATC may be able to
provide vectors to a safe landing area. For the specific
details on what to do during an emergency, you should
refer to the RFM for the helicopter you are flying.
of degrees of your latitude, minus your normal roll-out
　
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