a. Flight line operations (to include taxi signals)
b. Course rules/ local training area
c. NATOPS manual/NATOPS charts/Aircraft Discrepancy Book
d. Squadron SOP
e. VFR scan (integrated)
f. Trim techniques
g. Crew coordination (DAMCLAS)
h. Ground effect (demonstrated)

DEMONSTRATE

a. NATOPS brief
b. Engine starting procedures
c. Operation of engine anti-ice
d. Vertical takeoff and landing
e. Air taxi procedures and signals
f. Turn on the spot/clearing turn
g. Transition to forward flight
h. Use and effect of controls, ground effect, and transnational lift
i. Autorotation
j. Normal approach
k. Engine shutdown procedures
l. RPM and beep control

INTRODUCE

a. Preflight/postflight
b. Checklists
c. BAW to include: forward flight at altitude, straight and level flight, turns, climbs, descents, use and effects of force trim and controls
d. Crew coordination (clearing aircraft/dual concurrence)
e. Level speed change
f. Air taxiing
g. Course rules
 

DISCUSS

a. Flight line operations (to include taxi signals) - COURSE RULES SHEET

b. Course rules/ local training area - COURSE RULES

c. NATOPS manual/NATOPS charts/Aircraft Discrepancy Book - The NATOPS manual is issued by the authority of the Chief of Naval operations and under the direction of Commander, Naval Air Systems Command in conjunction with the naval training and operating procedures standardization (NATOPS) program. The manual contains information on all aircraft systems, performance data, and operating procedures required for safe and effective operations. It is not a substitute for sound judgement. It is the pilot's responsibility to have a complete knowledge of its contents. Recommended changes may be submitted by anyone [NATOPS pg. 35] The NATOPS manual is divided into Eleven parts and 29 chapters in a format that is standard to all manuals.

Warning - An operating procedure, practice, or condition, etc., which may result in injury or death if not carefully observed or followed.
Caution - An operating procedure, practice, or condition, etc., which may result in damage to equipment if not carefully followed or observed.
Note - An operating procedure, practice, or condition, etc, which is essential to emphasize.

            Shall - used only when procedure is mandatory
            Should - used only when procedure is recommended
            May, Need Not - used only when procedure is optional
            Will - used only to indicate futurity

NATOPS charts are generally located in Chapter 22 and beyond in the NATOPS manual, and in the final section of the Pocket checklist. The data presented cover the maximum range of conditions and performance that can reasonably be expected. Where practical, the data has been presented at conservative conditions. [NATOPS 22-1] Hover -Torque Required (Figure 24-1), Longitudinal Center-of-Gravity Limits (Fig. 4-5) and Height-Velocity Diagram (Fig. 4-6) should be understood for early flights.

The Aircraft Discrepancy Book (ADB) is located in Aircraft Issue. On the binder is the aircraft number and spot location. Inside are VID/MAF's (A-sheets) from the last ten flights and any other outstanding discrepancies yet to be corrected. All VID/MAF's should be checked to see if the discrepancy has been signed off and corrected and whether the aircraft is up and down. If the correction required an FCF, then the FCF sheet should be included and checked for up status. Pilot in command shall ensure plane captain has conducted daily preflight and sign the front of A-sheet, passengers/crew include data on back. [NATOPS 7.3.3.1]

d. Squadron SOP - {HT-8}
CREW DAY - 12 hrs, 10 solo. CREW REST - 12.5 hrs debrief to brief only for scheduled graded events. SOLO CREW REST - 1hr from debrief to solo brief. WEIGHT AND BALANCE - every flight, using max DA. SNA PRACTICE BOOST OFF - to air taxi, to paved field if avail. SIM ENG FAILURES - at OLF, if not aligned courseline or wings level with headwind component by 150 AGL, waveoff. If using headwind vice courseline, IP shall clear landing area. WAVEOFFS - away from site, and in channel by 300 AGL to recover by 200 AGL and min 50 kts. All others waveoff initiated and completed by 500 AGL. FORCE TRIM - required. GROUND HANDLING WHEELS - use helmet, w/ visor down, and no assistance may be given except by military line personnel briefed. PASSENGER MANIFESTING REQUIREMENT - manifest side number at site if not on A-sheet. Passenger brief given by IP on FAM-1. No more than 2 passengers allowed. FUEL VALVE PIN - not pulled during start. HELMETS - worn while preflighting on top of helo. Helmets/ear protection within 100 ft. of turning aircraft. DOORS REMOVED - all body parts must remain inside, specifically arms and legs on skids and outer fuselage. DIAMOND J - ensure torque and TOT limits not exceeded before all flights including hotseats, by removing power to gauges. APU - utilize for all starts unless battery is essential. If APU is unavailable IP shall perform start. CARBON LOCK - if blades do not turn backwards or by 25% Ng suspect carbon lock. Use TW5 carbon lock checklist. In cold, locked blades may indicate frozen turbine. Helo is down, do not start. ANTI-EXPOSURE SUIT - over water, water below 50F or OAT below 32F follow RWOP. Water 51-60F w/ OAT below 32F anti-exposure with aramid long underwear worn. Water 51-60F w/ OAT above 32F wear aramid underwear. Above 60F no additional clothing req.

e. VFR scan (integrated) - Integrated flight instruction during the Fam stage teaches the student to perform flight maneuvers primarily by outside visual references with secondary reference to flight instruments. Attitude control is stressed in terms of pitch, bank, power, and trim control. During VFR flight, a majority of pilot's attention is directed outside the cockpit, scanning for attitude in relation to horizon in addition to traffic lookout. [FTI 308]

            1. Not trimming
            2. Holding the trim button in continuously (the equivalent of turning the trim off)
            3. Machine gunning (rapid and continued depressing of the force trim to positions where it is not desired)
            {Gouge phrase is "Push, Move, Stabilize, Release"}

g. Crew coordination (DAMCLAS) - 50-80% of all mishaps involve pilot error. Aircrew coordination Training (ACT) has been implemented to provide the foundation of Naval Aviation in the future. Good crew coordination can increase mission effectiveness, maximize resources, and optimize risk management. The seven skills and behaviors which influence aircrew coordination are: [FTI 107]
 

• DECISION MAKING - ability to use logical and sound judgement based on information available.
• Teamwork, Extra time, Alert crew, Decision strategies and experience
• ASSERTIVENESS - willingness to actively participate and the ability to state and maintain position.
• Provide info without being asked, Make suggestions, Ask questions, Confront ambiguities, Maintain position when challenged, State opinions, Refuse unreasonable request
• MISSION ANALYSIS - ability to coordinate, allocate, and monitor crew and a/c resources.
• Premission organizing, In-flight monitoring, Post-mission review
• COMMUNICATION - ability to clearly and accurately send and acknowl. info., instructions, commands, feedback.
• Important to: Conduct effective missions, Avoid mishaps, Pass info, Maintain SA
• Sender: Communicate clearly, Convey info accurately, concisely, timely, Request verification or feedback, Verbalize plans
• Receiver: Acknowledge communication, Repeat, Paraphrase, Clarify info, Provide useful feedback
• LEADERSHIP - ability to direct and coordinate activities of crew, and to stimulate them to work as a team.
• Direct and coordinate crew, Delegate tasks, Ensure crew understands expectations, Focus attention on crucial aspects, Keep crew informed of mission information, Provide feedback on performance, Create and maintain professional atmosphere
• ADAPTABILITY/FLEXIBILITY - ability to alter a course of action to meet situation demands
• Alter Behavior, Be open and receptive, Help others, Maintain constructive behavior under pressure, Adapt to internal and external changes.
• SITUATIONAL AWARENESS - ability to maintain awareness of what is happening in the cockpit and mission.
• Detect and comment on deviations, Provide advance info, Identify potential problems, Demonstrate awareness of task performance and mission status

DEMONSTRATE

a. NATOPS brief - NATOPS BRIEFING SHEET [NATOPS 6.1.6.1]
 
b. Engine starting procedures - PRESTART CHECKLISTS
 
c. Operation of engine anti-ice - Operation of the engine during icing conditions could result in ice formation on the compressor front support. If ice were allowed to build up, air flow to the engine would be restricted and engine performance decreased. The engine has an anti-icing system to prevent ice formation on the compressor front support. The anti-icing system includes an anti-icing valve mounted at the 12 o'clock position the front face of the diffuser scroll, two stainless steel line between the anti-icing valve and the compressor front support, and passages within the compressor front. The pilot must turn on the anti-icing system when encountering icing conditions. When this system is on, hot compressor discharge air is directed to two ports on the compressor front support. Hot air flows between the walls of the outer skin into the hollow radial struts through the struts, and between the walls of the hub. The flow of hot anti-icing air keeps the temperature of the compressor front support above the freezing point of water. [NATOPS 2.1.1, Systems 2-18]
Note- Engine anti-icing will remain in the last energized position in the event of an electrical failure.

When anti-ice switch is placed ON, TOT should rise 10-15C. When placed OFF, TOT should drop 1-10C. [NATOPS Ch. 10, Pretakeoff checklist (3), item I ]

{TOT rises when anti-icing system is activated because it uses part of the 75% compressor discharge cooling air to heat the front supports}
 

ICING [NATOPS 14.13]
Operation of the engine during icing conditions could result in ice formations on the compressor front support. If ice were allowed to build up, air flow to the engine would be affected and engine performance decreased. Every effort must be made to stay clear of known icing conditions. The anti-icing system in this helicopter is to be used as a preventive measure only. Once ice has accumulated, the anti-ice system cannot be used as a corrective measure (will not de-ice). Intentional flight into any known icing conditions (<4 C in visible moisture) is prohibited. For inadvertent flight in icing conditions:

    PROCEDURES:
        1. ENG ANTI-ICING ON
        2. Pitot Heat switches Heat
     ©3. Alternate static port As req.

      If unable to remain clear of icing conditions:
        4. Land as soon as possible

Warning: Monitor engine instruments and be prepared for partial or complete power loss
When the OAT is below 10 C and flight into visible moisture is likely, anti-icing and pitot heat shall be on. [RWOP 1012]

    SUMMARY:
        Flight into icing conditions is prohibited (<4C w/ visible moisture} [NATOPS ICING EP]
        Anti-Icing shall be checked in Prestart if below 10 C [NATOPS 7-14]
        Anti-Icing shall be on if: Below 10C and visible moisture [RWOP 1012]
        5 min after engine wash for maximum drying [NATOPS 7-14]
        Anti-icing is preventive only
        When placing Anti-icing on check for rise in TOT
 

d. Vertical takeoff and landing
VERTICAL TAKEOFF [NATOPS 7.12.1, FTI 402]
Allows pilot to transition from the ground to a five foot hover, skids to ground. Can be three to ten feet. Most common takeoff, and should be used whenever possible.

    PROCEDURES:
            1. Trim the controls in the neutral position. Establish the hover scan and smoothly raise the collective until light on the skids. Stabilize momentarily, trim out control pressures, then continue to raise the collective, maintaining heading with pedals.
            2. As the helicopter leaves the ground, eliminate drift with cyclic and maintain a constant heading with pedals.
            3. Continue to raise the collective until reaching hover altitude. Trim out control pressures.

COMMON ERRORS AND SAFETY NOTES
1. Failure to maintain heading
2. Erratic ascent due to improper collective control applications
3. Allowing the helicopter to drift
4. Allowing excessive roll during liftoff. Lateral cyclic movements creating drift can lead to dynamic rollover.
 

VERTICAL LANDING [NATOPS 7.18.1, FTI 403]
Enables a pilot to land from a hover by maintaining hover attitude and smoothly lowering collective until skids come in contact with the ground and weight is smoothly transferred from the rotor to the skids.

    PROCEDURES:
            1. Smoothly lower the collective to begin a slow rate of descent.
            2. Use the pedals to maintain heading and the cyclic to eliminate drift.
            3. The rate of descent may slow or stop as the helicopter nears the ground. Continue the descent with slight collective pressure.
            4. When on the ground, smoothly lower the collective to the full down position.

COMMON ERRORS AND SAFETY NOTES:
1. Overcontrolling collective pitch control.
2. Improper use of cyclic control, allowing the aircraft to slide over the ground after contact.
3. Improper use of anti-torque pedals, allowing the nose of the aircraft to yaw.
4. Avoid landing the helicopter with any drift. Lateral drift on touchdown can lead to dynamic rollover. Rearward drift can result in tail rotor strike. Forward drift is not desired.
5. Failure to maintain the hover scan; i.e. allowing san to come too close to the aircraft and staring through the chin bubble.
6. "Feeling" for the ground with the collective. Remember, every landing should be a surprise.
7. Anticipating ground contact and lowering collective too quickly resulting in a firm landing. Remember, if you have done it correctly, you will barely feel it.
 

e. Air taxi procedures and signals
AIR TAXI [NATOPS 7.13, FTI 405]
Enables the pilot to move the helicopter from one position to another.

    PROCEDURES:
            1. From a hover, displace the cyclic in the desired direction of movement.
            2. Utilize pedals to maintain heading, collective to maintain altitude, and cyclic to maintain desired rate of movement.
            3. Air taxi shall be conducted at a reasonable rate such that a safe landing can be accomplished in the event of a loss of power.

COMMON ERRORS AND SAFETY NOTES:
1. If the wind across the deck exceeds 15 knots, turns more than 90 degrees from the windline should be avoided if possible. Maximum sideward flight is 25 knots and 15 knots is the maximum airspeed for rearward flight. However, the airspeed indicator is inaccurate in sideward and rearward flight and airspeed, must, therefore, be estimated based on the combined effect of ground speed and winds.
2. The minimum distance between helicopters while air taxiing is 100 feet, unless under the direction of a taxi director or engaged in formation taxi on a pre-briefed formation hop.
 
 
f. Turn on the spot/clearing turn
TURN ON THE SPOT/CLEARING TURN [FTI 406]
Maneuver in which helicopter is rotated about its vertical axis while maintaining its position over a point which enables a pilot to clear the area prior to each takeoff, to change the direction of taxi, and improve control coordination.

    PROCEDURES:
            1. From a hover, begin a slow turn by displacing the appropriate pedal.
            2. As the helicopter turns, adjust the cyclic as necessary to remain over the reference point.
            3. The nose will tend to tuck and the rate of turn will increase as the tail passes through the windline. Use the cyclic to maintain a position over the reference point and the pedals as necessary to control the rate of turn.

COMMON ERRORS AND SAFETY NOTES
1. Allowing altitude to change.
2. Drifting.
3. Excessive rate of turn.
4. Maximum winds for a 360 degree turn on the spot are 15 knots from any quadrant. However, high density altitude significantly influences demand on the tail rotor as a result of increased demand on the main rotor. Consult the NATOPS manual for current wind limitations.
5. A common error is to rotate about the pilot's seat instead of rotating about the aircraft's vertical axis.

 g. Transition to forward flight
TRANSITION TO FORWARD FLIGHT [NATOPS 7.14, FTI 505]
Enables the pilot to perform a safe transition from a hover to forward flight while minimizing time spent in caution areas of H-V diagram.
 
    PROCEDURES:
            1. From a stable hover, begin forward motion.
            2. Add collective if necessary to prevent settling as the helicopter leaves its ground cushion. Maintain helicopter heading aligned with the direction of travel.
            3. Continue to accelerate while maintaining the wing down, top rudder corrections. Arrive at 20' with 40 kts.
            4. Passing 50' with 65 kts adjust the nose to the 70 kt climbing attitude, transition to balanced flight, and climb at 500-700 feet per minute. Maintain the 70 kt climbing attitude in balanced flight.
            5. Fifty feet prior to the desired altitude, adjust the nose to the cruise attitude. Maintaining climb power. Approaching the desired airspeed adjust the collective to level off at the desired altitude. Maintain balanced flight.

COMMON ERRORS AND SAFETY NOTES
1. The pilot shall ensure there is sufficient distance to accomplish safe, normal takeoff.
2. Rushing the initial takeoff.
3. Unnecessary increase of collective to start takeoff.
4. Poor heading control.
5. Excessive nose-low attitude on takeoff.
6. Forgetting to check the caution panel and gauges prior to transition to forward flight.
7. Starting the maneuver by increasing collective vice forward cyclic.
 

h. Use and effect of controls, ground effect, and translational lift - [FTI Ch.2]
The cyclic is equivalent to the elevator and aileron control stick in fixed wing aircraft. Cyclic control is extremely sensitive and rapid. Proper handling calls for smooth, precise, minute corrections more in the nature of pressures than movements.

The anti-torque pedals counteract the torque effect of the main rotor to maintain heading in a hover, and the ball centered in forward flight by changing the pitch of the tail rotor blades. The pedals must be coordinated with collective pitch (adding power needs left pedal, reducing needs left). Left pedal also increases power requirements while right pedal decreases it. Proper handling calls for smooth pressure with the ball of the foot, while the heel rests on the floor.
 
The collective, located to the pilot's left, controls pitch in the main rotor blades collectively. Its primary purpose is altitude control, through power changes. It is also linked to the engine throttle so that increasing collective adds fuel to the engine as well. Use the collective the same way as the cyclic, with smooth controlled motions.
 
The twist grip has no equivalent in a fixed wing aircraft. It has three positions (closed, fight idle, and full open) which are used in start, shutdown, and during power-off maneuvers. During most normal flight conditions, the twist grip is full open.
 
Translational lift is a beneficial aerodynamic phenomenon that occurs as the helicopter transitions to forward flight. Induced flow is decreased because blade vortices are being overrun, and undisturbed air is passing through the blades. Additionally, mass airflow becomes more horizontal which reduces induced flow further. This reduces induced drag and consequently power required.
 
See above item for ground effect explanation.
 

i. Autorotation -
AUTOROTATION [NATOPS 9.1.2, FTI 511]
Condition of non-powered flight in which rotor speed and lift result from the reversed airflow enabling a pilot to land safely in the event of a loss of power at altitude.
 
    PROCEDURES:
            1. Maintain 70 kts, 600 feet AGL, and balanced flight in the traffic pattern.
            2. "DOWN, RIGHT, IDLE, TURN" on entry.
            3. Transition to the 50-60 KT descending attitude, maintain balanced flight, monitor Nr and control between 90-107% with collective (optimum 94-95%)
            4. Intercept the courseline and establish crosswind correction as necessary. Maintain the 50-60 descending attitude.
            5. Ensure the collective is full down by 150 AGL.
            6. At 75-100' AGL, flare.
                    Power recovery -      PAC: Smoothly rotate the twist grip full open.
                  PNAC: Verbally confirm "Twist grip full open".
                           Full- PAC: Leave the twist grip at flight idle and state "Twist grip at flight idle"
            7. Adjust the nose to achieve desired ground speed and rate of descent.
            8. At 10-15' AGL, coordinate up collective and forward cyclic to slow the rate of descent and lower the nose to level attitude. Maintain the heading with the pedals.
            9. Power recovery - Recover at 5 feet, 0-5 kts groundspeed, stabilize prior to transition to forward flight.
                       Full - Level the aircraft prior to touchdown. Use the collective as necessary to cushion the landing and touchdown with 0-5 kts ground speed.
 
COMMON ERRORS AND SAFETY NOTES:
1. Entering the maneuver off altitude, airspeed, not "wings" level, or out of balanced flight.
2. Improper transition of descending attitude.
3. Improper use of anti-torque pedals on entry (i.e. adding left rudder in a left turn).
4. Failure to maintain balanced flight through the turn.
5. Failure to maintain RPM between 90-107% (94-95% optimum).
6. Improper flare (too much or not enough).
7. With power recovery autorotations - opening the twist grip too quickly or not at all.
8. Failure to maintain heading while opening twist grip.
9. Failure to establish the appropriate crosswind correction, allowing the aircraft to drift.
10. Flaring too low or too high.
11. Initial collective pull either too high or too low.
12. Excessive yaw when increasing collective to slow rate of descent with power recover autorotations.
13. Landing on heels - if hard, a severe pitch forward results, causing skid toes to dig in and flipping the helicopter over.
14. Excessive ground run.
15. Landing in a skid.
16. Insufficient cushioning to full autorotations.
17. Collective pull too high - results in RPM too low for control of ground contact and tail rotor inadequate to hold heading.
18. Collective pull too late - results in a fast touchdown and a hard landing uncontrollable.
19. Leveling too soon or too fast, resulting in acceleration and excessive ground speed.
20. Abrupt control inputs on touchdown.
21. Not freezing the collective on rollout on full autorotations.
22. NOT REALIZING WHERE THE WINDS ARE COMING FROM AND AT WHAT INTENSITY WHEN INITIATING THE MANEUVER.
 
Note - If the helicopter is only slightly out of balanced flight, the rate of descent will be increased. An acute unbalanced condition can result in an extremely high rate of descent.
 
See also EP - AUTOROTATION [NATOPS 15.1]
 
j. Normal approach
NORMAL APPROACH [NATOPS 7.17.1, FTI 506]
Transition maneuver which enables the pilot to transition from cruise flight to a hover with a maximum margin of safety by minimizing the time spent in a flight envelope where the probability of a safe autorotation is questionable.

    PROCEDURES:
            1. Maintain 500', 70 kts on downwind.
            2. At the 180, lower the collective and begin a descending, decelerating turn towards final. Maintain balanced flight.
            3. Arrive at the 90 with 300', 60 kts.
            4. Intercept the courseline by 150 ft, with 50 kts, and enough straightaway to intercept the glide slope. Establish crosswind correction as necessary.
            5. At 150 ft, set the appropriate decel attitude and adjust the collective to maintain a constant glideslope between 10 to 20 degrees.
            6. As the helicopter transitions to a hover, slight forward cyclic may be necessary to counteract the pendulum effect.
            7. Arrive over the spot at hover altitude, hover power, and zero groundspeed simultaneously.

COMMON ERRORS AND SAFETY NOTES
1. Maintain a constant track from the interception of the courseline through the termination of the approach, and do not angle to the spot or drift off centerline.
2. Avoid the common error of withholding collective application until the helicopter is too close to the intended point of landing. When the power is applied abruptly, torque increases rapidly, and yaw control is more difficult. AVOID ABRUPT POWER CHANGES.
3. Do not allow the helicopter to become excessively nose high at low altitude as the tail rotor may strike the ground.
4. Should the angle of descent become uncomfortable, initiate a waveoff.

k. Engine shutdown procedures - PRESTART CHECKLISTS

l. RPM and beep control - Nf rpm is set by the pilot using the GOV RPM increase-decrease switch located on the collective. The switch operates an electric linear actuator motor, which makes fine adjustments to the governor throttle lever, 96 + 0.5%. The system is protected by the GOV CONT C/B [NATOPS 2.1.3, Systems 2-22] {There is a lag in system, beep then wait for result. Nf/Nr are separate from Twist grip Full Open Not to Exceed 40% item on start checklist the first time so RPM can be beeped.}
 
INTRODUCE
 
a. Preflight/postflight - PREFLIGHT CHECKLISTS

b. Checklists - PRESTART CHECKLISTS
 
c. BAW: fwd flight at altitude, straight and level flight, turns, climbs, descents, use and effects of force trim and controls
        See above item for control use explanation.
 
NORMAL CRUISE [NATOPS 7.15, FTI 501]
Used to fly from one point to another, attained through a combination of power and attitude. Normal cruise is 100 kts, while slow cruise is 70 kts.

    PROCEDURES:
            1. Set the proper cruise attitude with cyclic and adjust collective as necessary to maintain altitude and airspeed.
            2. Maintain balanced flight with pedals.

COMMON ERRORS AND SAFETY NOTES:
1. Failure to maintain the cruise attitude.
2. Failure to maintain altitude.
3. Weak scan resulting in large changes in altitude.
4. Failure to maintain balanced flight.
 
CLIMBS [NATOPS 7.14, FTI 502]
Used to transition from an established to a selected altitude. The two types of climbs are normal and cruise.
 
    PROCEDURES:
        Normal Climb
                1. Transition to the 70 kt climb attitude.
                2. At 70 kts, adjust the collective to establish a 500-700 feet per minute climb, maintaining balanced flight.
                3. Fifty feet prior to the desired altitude, lower the nose to the cruise attitude. Maintain climb power.
                4. Upon reaching the cruise airspeed, adjust the collective to level off at the desired altitude and maintain balanced flight.
         Cruise Climb
                1. Add power to establish a 500-700 feet per minute climb while maintaining cruise airspeed.
                2. Fifty feet prior to the desired altitude, reduce power to maintain altitude. Maintain balanced flight.

COMMON ERRORS AND SAFETY NOTES:
1. Failure to maintain airspeed (attitude).
2. Failure to maintain climb power.
3. Failure to make proper level off.
4. Improper anti-torque pedal coordination.
5. Climbing above desired level off altitude.
6. Failure to scan torque.

NORMAL DESCENTS [NATOPS 7.16, FTI 503]
Used to transition from an established to a selected altitude. All descents are performed at normal cruise.

    PROCEDURES:
            1. Lower the collective to establish a 700-1000 feet per minute rate of descent while maintaining the cruise attitude. Maintain balanced flight.
            2. Fifty feet above the desired altitude, adjust the collective to level off at the desired altitude while maintaining cruise airspeed and balanced flight.

COMMON ERRORS AND SAFETY NOTES:
1. Failure to maintain airspeed.
2. Descending below level off altitude.
3. Improper anti-torque pedal coordination.

 
d. Crew coordination (clearing aircraft/dual concurrence) - The TH-57 is a dual-piloted aircraft and crew coordination must be utilized. Before turning, transitioning forward, lifting-off, or landing, the pilot on the right must clear to right, while the pilot on the left clears left. No system shall be turned off without dual concurrence [NATOPS BRIEFING], and no one shall enter the rotor arc without first giving a thumbs-up, and then receiving a thumbs up from one of the pilots to ensure positive control of the blades.

e. Level speed change
LEVEL SPEED CHANGE [FTI 504]
Enables the pilot to transition from one airspeed to another while maintaining a constant altitude and heading.

    PROCEDURES:
            1. Establish a 100 kt cruise flight at a given a altitude at or above 500 ft.
            2. Coordinate a reduction in power with aft cyclic to 70 kts, maintaining altitude, heading and balanced flight. Stabilize at 70 kts momentarily.
            3. Coordinate an increase in power with forward cyclic to accelerate back to 100 kts maintaining altitude, heading, and balanced flight.

COMMON ERRORS AND SAFETY NOTES:
1. Improper anti-torque pedal coordination
2. Failure to maintain altitude
3. Rushing the maneuver
4. Failure to maintain balanced flight
5. Failure to anticipate 70 Kts and to adjust the nose to the 70 kt level attitude.
6. Slow scan; failure to scan necessary instruments
7. Using large attitude changes instead of small corrections

f. Hovering -
HOVERING [FTI 401]
Unique flight characteristic of remaining nearly motionless over a reference point, giving the helicopter its versatility.

    PROCEDURES
            1. Use pedals to maintain heading, the collective to maintain altitude (5 ft), and the cyclic to maintain a position over the reference point.
            2. Scan "Out" for heading and attitude, "Down for altitude and drift, and "In" for Nr and engine instruments
            3. Hover altitude of five feet is measured from the skid to the ground.

COMMON ERRORS AND SAFETY NOTES:
1. Allowing excessive nose high attitudes at low altitude.
2. Overcontrolling, i.e., larger inputs than necessary.
3. Looking through the chin bubble or "staring" rather than the "out, down, and in" scan.
4. Failure to maintain altitude.
5. Failure to maintain position over a reference point; i.e., allowing the aircraft to drift excessively.
6. Failure to maintain heading.
7. Inadvertently rolling twist grip partially off.
8. Too tense on controls.
9. Do not allow excessive nose high attitudes at low altitudes because the tail rotor may impact the ground.
10. When first learning to hover, stress the out and down scan, vice out, down, and in.

g. Air taxiing - See demonstrate item above

h. Course rules - COURSE RULES