Rotorcraft Flying Handbook, FAA-H-8083-21

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 counterclockwise
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 throttle
coordination to maintain proper r.p.m., there will be
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 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 manufacturer.
Remember that as pilot in command, it is
your responsibility to ensure the aircraft is in an airworthy
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 inspection.
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 inoperative
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 deferral
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 departure,
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 discrepancies.
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.
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