Rotorcraft Flying Handbook, FAA-H-8083-21

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 surface
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 helicopter
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 throttle
to maintain proper r.p.m. As you increase the collective,
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 necessary
cyclic pitch control adjustments to maintain a
level attitude. When airborne, use the antitorque pedals
to maintain heading and the collective to ensure continuous
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 maintain
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, problems
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 maintained
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 control
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 collective
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 pressure
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 second
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.
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