Manual is in good condition showing wear This page gives tips on how to extend your ground school to practical flight training. Contact Us Contact Us at free-online-private-pilot-ground-school. Working at Air Canada. Checklists and Abbreviations. As in upper air flying, it may be easier to first use the horizon as a reference, and then as you become more proficient focus your eyes on a reference closer to the helicopter approximately 50 feet.
The cyclic is used to control the disc attitude, and therefore the helicopter position over the ground. Height is controlled with collective, and the pedals are used to maintain directional control. In a piston-engine helicopter, the throttle may have to be adjusted as pedals or collective are moved.
NOTE: The secret to mastering the skill of hovering a helicopter is to use very small, smooth control movements and lots of practice. In this exercise you will learn how to take off to and land from the hover. It is important for reasons of safety of flight that you should be able to perform this manoeuvre accurately, as any lateral drift could cause a rolling moment if ground contact is made, possibly leading to dynamic rollover.
Similarly rearward movement is undesirable, as you cannot see behind you and the tail rotor could be severely damaged should contact be made with an obstacle. Before takeoff, the pre-take-off check should be completed, and you must look out to check the surroundings. Prior to landing, the area must be checked to ensure it is free of obstacles and the landing surface is suitable. The effects of controls for takeoff and landing are the same as for hovering.
They are used as follows:. It is important that your eyes be focussed outside on normal hover references. Glance quickly in at the console to monitor engine instruments. The check may vary with helicopter type, but must include the following items:. A normal landing is initiated from a 3 to 5 foot hover with the helicopter facing into the wind if possible. It is important that you start the landing from a stable hover.
From the hover, start a slow rate of descent with collective. As the helicopter approaches the ground, you will have to lower the collective slightly more to compensate for increased ground effect. Throughout the descent, heading and hover position are maintained with pedals and cyclic. For safety reasons, it is important that the helicopter does not touch down with sideward or rearward drift to avoid dynamic rollover.
As the helicopter skids touch the ground, continue to slowly lower the collective to flat pitch, and then centralize the cyclic and pedals. Remember that the left skid will touch the ground first for North American produced helicopters and vice versa for French helicopters. If you have problems maintaining control during the landing, smoothly climb back to a normal hover, then stabilize the hover prior to initiating another landing.
Manoeuvring close to the ground is very much part of the helicopter environment and you will find that these manoeuvres are carried out as a matter of course. Begin your pedal turns from a stable hover, preferably with the helicopter facing into wind. Look out to ensure the surrounding area through which the tail rotor will pass is clear of obstacles that could present a hazard.
Start the turn by applying pedal to rotate the helicopter in the desired direction: to turn left apply left pedal, to turn right apply right pedal. Control the rate of the turn with pedal; that is: less left pedal to reduce the rate of a left turn, and vice versa.
The amount of pedal required will vary with the strength of the wind. To stop the turn, apply opposite pedal, and then stabilize using pedals as required maintaining the heading. In strong winds weathercocking will cause the rate of turn to increase as the nose passes degrees to the wind.
Throughout the turn the cyclic is used to maintain position over the ground as you learned in previous hovering exercises. If there is a wind, the helicopter will tend to drift downwind; therefore you will have to displace the cyclic into the wind to counter this tendency during the turn. The stronger the wind the more cyclic is required.
Collective is used to maintain height in the turn. In some piston engine helicopters the throttle may have to be adjusted to maintain the correct operating RPM as you manipulate the pedals and collective during the turn.
It is important that you anticipate the effect of the wind, as the helicopter will tend to align itself with the wind direction. This will cause a variation in the amount of pedal required as the turn progresses through a full circle, and is most noticeable when the helicopter is at 90 degrees to the wind direction Fig The continuous use of high power in this exercise means that a careful watch should be kept on the engine temperatures and pressures. Prolonged hovering out of wind, specifically downwind should be avoided because of carbon monoxide poisoning.
Check the helicopter flight manual for any such limitations. In strong gusty wind conditions a turn away from the into-wind position should be opposite to torque reaction, i. In this way you will ensure that there is sufficient tail rotor control available.
Should control limits be reached at this stage, a safe turn back into wind can be accomplished. Light single engine helicopters are hover-taxied at the normal hover height of 3 to 5 feet skid height.
For safety considerations it is desirable to hover-taxi at a slow speed; approximately a normal walking pace. This is important as:. To begin taxiing ease the cyclic slightly forward, and as the helicopter begins to move, adjust the cyclic to maintain a walking pace. The pedals are used to maintain an accurate heading.
In crosswind conditions, a combination of pedals and cyclic will be required to keep the helicopter moving in a straight line across the ground Fig The skids should be tracking parallel to the direction of movement.
Collective is used to maintain a constant height throughout the manoeuvre. When taxiing downwind, it is important that you control the ground speed to maintain the walking pace. To stop forward movement, ease the cyclic slightly aft.
It will be necessary to anticipate where you wish to stop because of the lag between cyclic input and helicopter response. This is due to the inertia of the helicopter itself. Make the required cyclic movement small; there is no need to flare the helicopter.
All cyclic movements should be small and smooth; avoid rapid and excessive aft applications of cyclic to ensure that you do not put the tail rotor in jeopardy. If you are flying a piston engine helicopter, the throttle may have to be adjusted to maintain the correct RPM as the collective and pedals are manipulated.
Although modern helicopter engines are extremely reliable, there is always the possibility of a failure, however remote. As a helicopter pilot, you must train for this possibility, and in this exercise will learn how to deal with an engine failure while operating your helicopter in the hover or the hover-taxi. The operational helicopter pilot spends a considerable amount of his working flying time in the hover environment, performing a variety of tasks, and he must therefore be competent to handle this type of emergency safely and efficiently.
You should not refer to this manoeuvre as an autorotation. When the engine fails at the hover there is insufficient height to successfully enter autorotative flight. Were you to lower the collective lever, the helicopter would sink rapidly to the ground and would likely suffer damage.
If the engine should fail in the hover, the rotor does not immediately cease to rotate, but will gradually slow down due to drag. However, it still possesses a considerable amount of energy and inertia at the moment of engine failure that can be used to cushion the helicopter onto the ground. In the hover, when an engine failure occurs, the helicopter will instantly yaw to the left as engine torque is removed counter-clockwise rotating rotor.
Apply right pedal immediately to correct yaw. It will also drift to the left as the tail rotor thrust is diminished. You will remember that you compensate for tail rotor thrust in the hover, by holding a small amount of left cyclic, to prevent the helicopter drifting to the right.
When the tail rotor thrust is removed then the left cyclic will cause a drift to the left. Should you be hovering into a wind, the helicopter will also tend to drift to the rear as the main rotor thrust is reduced. Lastly, the helicopter begins to sink due to the reduction in lift produced by the main rotor.
The pilot must compensate for the above reactions prior to touchdown, as it is possible for a rollover to occur if drift, or yaw, is present during the landing. Collective should be increased as required to cushion the touchdown.
Should an engine failure occur while you are in the hover-taxi, the helicopter reactions will be the same except, of course, for the existing forward speed. It is most important that aft cyclic is not applied in an effort to arrest forward movement, as there is a real danger of striking the tail rotor as the helicopter settles to the ground.
Touchdown with some forward speed is quite acceptable, and in most cases the helicopter is run forwards onto the ground. This exercise is the basis of many others and the skill learned will be used in almost every flight you make from now on in your career.
Your instructor will review:. The manoeuvres that are employed to accelerate the helicopter from the hover to forward flight, and decelerate it from forward flight to the hover, are known as transitions.
In fact all accelerations or decelerations of the helicopter in any direction as a result of cyclic change are transitions. During this exercise, you concentrate on performing smooth and accurate transitions. The ability to perform accurate transitions is important in the working environment of the helicopter pilot. Remember to carry out a careful lookout during this exercise and to perform a clearing turn prior to each takeoff. Do this by turning 90 degrees right or left and observing that the approach area is clear of other aircraft.
Begin the transition to the climb from a steady into-wind hover at normal hover height Fig :. As effective translational lift is achieved the nose will tend to rise and the helicopter will want to climb. In winds of approximately 15 mph or more, flapback will not be encountered as the helicopter is already experiencing translational lift Fig During this exercise, your instructor will demonstrate the effects of flapback if it is not compensated for with additional forward cyclic during the transition.
This transition is the standard type of approach to a hover or to a landing that will be utilised throughout your training and your career. The manoeuvre requires that you combine two separate actions in a co-ordinated procedure to achieve:. The height of the helicopter has to be reduced from the approach altitude, this may be circuit height, cruise altitude or whatever altitude you are flying at , to hover height above ground. Ideally this is a constant angle, straight-line type of approach, which can be made with little change of attitude and gradual changes in power.
The approach speed must be progressively reduced to zero groundspeed as you arrive at the hover. Since different approach angles or wind conditions will cause the airspeed to vary, refer to groundspeed, and not airspeed as indicated on your instruments. A good guide for approaching the touchdown point is to fly so that the helicopter appears to be moving across the ground at a walking pace. If you are able to maintain this visual perspective, your groundspeed will be constantly reducing throughout the transition to the hover.
To begin the transition to the hover, after ensuring the approach path and the landing zone are clear of other traffic, set the helicopter up straight and level, into wind, at a specific height and airspeed. For training purposes a minimum of feet is desirable, with speed appropriate to type:. On occasion, it may be necessary to carry out an overshoot from the transition to the hover; this is also a valuable co-ordination exercise.
To perform this manoeuvre:. In Exercise 7, you learned how to enter autorotative flight and establish the descent at the minimum rate of descent speed for your helicopter type. You also learned that the helicopter is fully manoeuvrable in autorotation and that turns can be made just as in powered flight.
In this exercise, you will learn how to carry out the landing from an autorotational descent in a safe and effective manner. The power recovery may be performed to either the hover, or the hover-taxi and is a good coordination exercise and should be practised when it is not possible to perform full-on autorotations.
It is essential to practise full-on autorotations to become safe and competent. In preparation for this exercise, perform the pre-entry H. After completing the pre-entry checks, manoeuvre the helicopter to a position, which will allow the safe completion of the full-on autorotation. When in position, smoothly lower the collective and roll the throttle to idle. Adjust the cyclic to acquire the minimum rate of descent speed and remember to compensate both for the yawing and the nose-down pitching moments that occur when the collective and throttle are reduced.
During the descent, further adjustment to the cyclic and the collective may be necessary to maintain both the desired speed and the Rotor RPM within limits. At approximately 50 to feet, depending on the type, a flare is initiated. The purpose of this manoeuvre is threefold: to reduce forward speed, rate of descent, and increase Rotor RPM.
Commence the flare by applying aft cyclic, keeping straight with pedals. Your instructor will demonstrate to you the effects of applying too much aft cyclic; this will usually result in a climb. Conversely, little flare will not reduce efficiently the forward speed and the rate of descent.
In this case, the landing speed will be much greater than desirable, giving the possibility of damaging the helicopter during a fast ground run or the possibility of the helicopter striking its tail.
At this point the helicopter is levelled in preparation for the touchdown. Note that it is a level attitude we must achieve, as landing with a nose, or tail-low attitude would cause damage to the helicopter, as a rocking motion will be set up upon touchdown.
A nose-low attitude caused by too much forward cyclic will cause the helicopter to accelerate again, resulting in a faster touchdown speed and a longer ground run. Ensure that the skids are aligned with the direction of travel so that you do not land with any lateral motion.
In other words, keep it straight with pedal. The helicopter will now begin to descend vertically. Apply collective pitch as necessary to arrest the descent, and to cushion the helicopter on to the ground. Maintain the heading with pedals, and do not lower the collective until after all forward motion has ceased.
You must also maintain the cyclic in a neutral, or slightly forward, position to preclude the development of a rocking motion if running on. Once you have come to a stop, lower collective fully, neutralize the pedals, and carry out a check of the instruments prior to increasing throttle in preparation for the takeoff.
As previously discussed, there may be occasions when it will not be prudent to conduct full-on autorotations, but you may wish to practice the techniques by performing an autorotational descent to a power recovery. Enter autorotation as for a full-on, then, at a safe height, increase the throttle to rejoin the needles and bring the RPM into the correct operating range. This increase in power will cause the helicopter to yaw, anticipate this and apply pedal to prevent it.
Initiate the flare at the appropriate height just as you did for the full-on autorotation. Maintain the heading with pedals and the flared attitude with cyclic; at the appropriate height, level the helicopter.
Collective pitch must now be increased to check any tendency to sink and to achieve a steady hover, or hover- taxi, as the case may be. Throughout the manoeuvre prevent yaw with pedals. You may now carry out a normal transition to a climb. Prior to moving on to the next exercise, or manoeuvre, ensure that you complete a check of the engine instruments.
While modern helicopters are extremely reliable, emergencies requiring prompt pilot action occasionally do occur. Therefore, pilots must have a thorough understanding of the helicopter systems, and must repeatedly practice the handling of in-flight emergencies under simulated conditions, so that they are prepared to successfully handle a real emergency should one occur.
In this air exercise your instructor will acquaint you with the particular emergency procedures as they apply to your type of helicopter. These may include:. There are also a number of caution advisory lights in most modern helicopters which, when illuminated, give the pilot warning of a malfunction.
Indeed it is prudent and shows good airmanship to make a precautionary landing whenever unusual instrument indications are noticed, or when vibrations, noises or control forces that are out of the ordinary occur. Even if the helicopter appears to be operating normally in all other respects, it makes good sense to land and investigate. Once having made the decision to carry out an emergency or a precautionary landing, these actions should be followed:.
Throughout your training, you will continue to practise simulated emergencies and malfunctions until your reactions to them become instinctive. This exercise is to learn how to fly an accurate circuit practising all the manoeuvres that you have previously been taught. Your instructor will emphasize the need for precise airspeeds, altitudes, and headings when flying this exercise.
The circuit is of less importance in helicopter operations than in fixed wing flying. Nevertheless, it is valuable training exercise that consolidates all previous air exercises into one convenient package.
Through practise of the circuit you will develop accuracy in all aspects of your flying. Circuit patterns may vary in shape depending on local conditions and training requirements; your instructor will describe, and demonstrate, the one most appropriate to the helicopter type and the school location.
Unless noted, Canadian Aviation Regulations require all circuits to be left hand, but often ATC will request a right hand circuit for separation from fixed wing circuits. Since it is likely that you will be flying your circuits in proximity to other aircraft, lookout is very important.
Ensure that you perform a clearing turn prior to each transition to forward flight, and that you maintain a good lookout while flying the circuit itself. Although your instructor will emphasize accuracy, do not sacrifice a good lookout because you are concentrating on the instruments in an effort to achieve that accuracy. Radio communications in the circuit will be performed as per tower instructions or per uncontrolled aerodrome procedures.
Choose an area for circuits that allows an into-wind takeoff and an approach path that is clear of obstacles. Before taking off, take note of the following:. Lift the helicopter into the hover and perform a clearing turn, commence a standard transition, and:.
The square circuit varies slightly from school to school as far as heights to fly but the basic pattern is the same. The example below is just one variation. It is extremely important that you be constantly aware of the position of other aircrafts that may be operating at the same location. This is of even greater significance if there are fixed and rotary wing aircraft operating at the same airfield.
You must fly your circuit taking into account other helicopters that may also be conducting circuit practice, and maintain a suitable distance from them. You may have to change your touchdown spot so that you do not interfere with their operations. Remember that displaying courtesy is also good airmanship.
If you are operating at an airfield where there is a mix of both fixed and rotary wing, the exercise of good judgement and consideration for other pilots becomes most important. It will likely be necessary for you to arrange your circuit to remain clear of the fixed wing circuit, but seek approval from the ATS to fly a circuit opposite to that being flown by the aeroplanes.
This may also mean that you may not be able to arrange the circuit so that you are directly into wind for the takeoff and approach. You may not encounter this difficulty at an uncontrolled airfield, but in any event, you will find that the ability to arrange your circuit so that it causes no disruption to other traffic, will not only be appreciated by other pilots, but will result in safe flight operations.
Numerous aircraft incidents and accidents occur at the busier airports as a result of wake turbulence, despite the many studies on the subject and the increased publicity among the pilot community. While these occurrences primarily involve light aeroplanes, the helicopter is also vulnerable if the pilot selects a flight path that intrudes upon the turbulence generated by airflow from the trailing edge of an aerofoil.
The vortex generated by an airfoil is proportional to the lift generated by the airfoil, its size, and angle of attack. The ratio of aircraft weight to aerofoil size also has a bearing on the vortex produced. A heavy aircraft with a small wing and therefore a high wing loading will produce intense vortices, while the longer and broader the aerofoil, the greater the area affected by the vortices.
This same principle applies to helicopters. Speed affects the vortices inversely; that is: an aircraft flying at a slow speed will produce more intense vortices than when it is at cruise. We would therefore expect to encounter the most intense wake turbulence when aircraft are landing or taking off, although an S61 flying at 20 kts will also produce intense vortices while not necessarily landing or taking off.
These vortices tend to descend below the path of the aircraft producing them and spread apart. A wind, of course, will affect the vortices causing them to drift downwind, dissipating slowly in calm winds, and dissipating more rapidly in strong winds.
It should be noted, however, that the movements of the vortices are not predictable with any degree of certainty. To avoid encountering wake turbulence, the helicopter pilot should select approach or departure paths that are above the departure path of other, larger aircraft. Also, he should avoid selecting any flight path that would cause him to intersect the arrival or departure path of any aircraft capable of creating strong vortices, and particularly avoid below the flight path of other aircraft.
Control zones have been designated around certain aerodromes to keep IFR aircraft within controlled airspace during approaches and to facilitate the control of VFR and IFR traffic. Control zones within which a radar control service is provided normally have a 7-mile radius. Others have a 5-mile radius, with the exception of a few which have a 3-mile radius. Control zones are capped at feet above airport elevation unless otherwise specified.
VFR aircraft require a clearance from an air traffic control unit or to establish contact with an ATS to enter a control zone. This clearance or instruction, however, does not relieve the pilot of responsibility for avoiding other aircraft, maintaining appropriate terrain and obstruction clearance, and remaining in VFR weather conditions.
It is also a requirement that the aircraft be equipped with radio communication equipment capable of two-way communication with the appropriate air traffic control unit.
You should consult your A. M Canada for details. When you intend to conduct flight training exercises within a control zone, the ATS will likely ask that you:. If you intend to depart the control zone, you should advise the ATS of your intentions, and they in turn will advise you when to leave the frequency. Many control zones have established reporting points that VFR traffic may use to identify their position when transmitting to the ATS. At uncontrolled aerodromes, although there will not be an operating control tower, a Flight Service Station may be in place.
The FSS does not exercise control over air traffic but only acts in an advisory capacity, providing information on winds, runway in use, known traffic, weather, etc. At uncontrolled aerodromes, pilots must use the appropriated frequency to transmit position reports and broadcast their intentions while operating in the zone. The first solo is a landmark in your flying career.
You will never forget it and it is quite normal to look forward to it, but do not exaggerate its importance. It is not so much when you solo, but rather what you know and what you can do correctly at this stage of training that is important. Soloing is merely another step in the orderly process of training, bringing you to the stage where learning really begins.
Before being permitted to take your first solo flight, you will have to demonstrate to your instructor that you are able to:. As pilot-in-command you are responsible for the operation and safety of the helicopter during its flight time on solo flight. However, for this first solo your instructor will ensure that suitable conditions exist and precautions are taken.
For example:. Ensure that you securely fasten the seat belt and shoulder harness, if fitted, of the empty seat, so that there is no chance of the belts interfering with the collective or cyclic. On a solo flight, you will notice that the lateral CG shifts somewhat and that the takeoff and transition will appear to be more rapid as the helicopter will be significantly lighter. This was the most noticeable feature of the first solo flight.
For a given power setting, you will find that the helicopter will climb much more rapidly and that a somewhat greater collective reduction is necessary to initiate a descent. New manoeuvres and procedures will be added as progress permits, and further solo flights planned at intervals throughout your training.
Specific practice on previously learned procedures, as well as new, will be included in these solo flights. When authorized and briefed to do specific manoeuvres, it is important that you practise this specific work diligently in order to develop safe flying skills.
The objective of any solo flight must be to attain greater precision, co-ordination and judgement. One of the unique abilities of the helicopter is that of being capable of moving over the ground in a sideways or backwards fashion. For the pilot, the ability to fly the helicopter in this manner is fundamental to exploiting its manoeuvrability to the maximum.
If conditions allow, it is always preferable to hover-taxi forward rather than sideways or to the rear. It is obvious that your visibility is much better when facing forward than if you were moving in another direction and you will therefore be better able to identify and avoid obstacles that may intrude into the flight path. You will also be better able to handle an engine failure when the helicopter is moving forward with the skids tracking across the ground parallel to the direction of movement.
It is important, during any hovering manoeuvres, to maintain a proper hover height. A number of manufacturers recommend 3 to 5 feet skid height. Helicopters with low inertia blades should generally be hovered at a lower skid height. In any case, the height should not be so low that the skids are in danger of contacting the ground or small obstacles, since a rollover may result if the helicopter is in motion.
When hover-taxiing your helicopter, maintain a speed that is about the same as a normal walking pace. Any faster and you may begin to encounter effective translational lift; control of the height will then be somewhat difficult as the helicopter will want to climb. Should this occur when taxiing sideways or to the rear, it is possible to exceed the manufacturers airspeed limitations for those directions.
Fast taxiing to the side or rear will require judicious use of pedals to counter any weathercocking tendency. Remember that flapback can occur in any direction, not just in forward flight, and the pilot will have to overcome it in the usual manner when hovering to the rear or to the side.
Once you are satisfied that the area is clear, return to your original heading and after picking you reference points:. In the operational environment, there is seldom the need for lengthy rearwards hovering-taxi and if for some reason you must do so, it is good airmanship to periodically stop and do another clearing turn to check that the area is clear of obstructions. Be aware that in both turbine and reciprocating engine helicopters, exhaust fumes can enter the cockpit under certain wind conditions while hovering to the rear.
This is a useful manoeuvre from an operational standpoint Fig and you will find that it is often used when required to re-position the helicopter within a confined area. The techniques are similar to those, which you employed in sideways hovering See figure To commence this manoeuvre, look first in the direction that you intend to turn, ensuring that the area is clear of obstacles that could pose a hazard to the helicopter.
While doing this, try to imagine that the cockpit of your helicopter is sitting astride the circumference of a circle with the tail of the helicopter at the centre of that circle. Unlike a turn around the mast, where in still wind the turn can be completed with pedal alone, you must now co-ordinate both the pedals and the cyclic to move the helicopter around the imaginary circle. Use the pedals to keep the tail over the centre while maintaining a slow walking pace laterally with the cyclic.
Collective is used to maintain the normal hover height. Be aware that in any wind conditions the cyclic must be displaced into the wind. Fig This variation on the hovering-turn, you will also find extremely useful in the operational sense. To practice the manoeuvre, identify a spot on the ground close to nose of the helicopter; 10 to 15 feet will suffice.
Avoid selecting a spot close in, as you will find, as in basic hovering, that it will be difficult to accurately control your height. Look in the direction you intend to move the helicopter to ensure the entire area is free of obstacles.
The manoeuvre itself is similar to the turn around the tail, except the tail now sits astride the circumference of the imaginary circle. Use the pedals to keep the nose pointed at the selected spot while effecting lateral movement with the cyclic. Maintain the correct hover height with the collective. Steep turns are a means of turning the helicopter in a relatively small area.
The practice of these manoeuvres is excellent in developing the coordination of all three flight controls and the power control. It is important that you acquire the ability to execute them accurately and smoothly. Your instructor will demonstrate them in different operational flying situations. Up to a limited angle of bank a steep turn may be executed without increasing power.
However, in order to maintain a constant altitude, the airspeed must be sacrificed as a result of the increased aft cyclic pressure required to maintain that altitude. Remember that the greater is the angle of bank, the greater the amount of lift is required to maintain a constant altitude, therefore, additional lift is provided by an increase of power.
It requires simultaneous co-ordination of all three controls. Because of the rapid change of direction, the lookout for other aircraft before doing a steep turn is even more important than for other turns. To enter a steep turn, first look out, then apply lateral cyclic in the direction of the desired turn and:. To recover from a steep turn, proceed exactly as you would for any other turn, except that, as you roll off the bank, the collective should be reduced simultaneously with the return to straight and level flight.
You must also relax cyclic backpressure to ensure that the helicopter does not climb as you roll out of the turn. Remember that these movements should be coordinated and smooth.
Should you find that the nose of the helicopter is tending to pitch down while in the steep turn, do not attempt to correct by applying cyclic backpressure alone since this will only serve to tighten the turn. Use lateral cyclic to reduce the angle of bank slightly, then correct the attitude with coordinated aft cyclic. Another frequent error is the application of too much aft cyclic before it is required when rolling into the steep turn, causing altitude control to be erratic. In preparation for this exercise, you should review the two previous air exercises on autorotations, Exercises 7 and However, under emergency conditions, this airspeed will not necessarily result in your reaching your chosen landing spot.
In fact, under actual emergency conditions, it will often be necessary to vary the airspeed, change the direction of flight, or employ some other combination of airspeed and turns in order to reach the spot. For example, should the landing spot be a small clearing in a wooded area, considerable manoeuvring may be necessary if you are to effect a safe landing.
Prior to conducting an exercise of autorotations, it is recommended to roll off the throttle once while the helicopter is on the ground. This will confirm that the clutch or freewheeling unit is operating correctly, and that the engine is not going to quit.
Always choose a large, level area for the full on with plenty of safety margin. Prior to conducting this exercise, your instructor will review with you the speeds, rotor RPM, and VNE according to your helicopter type. The maximum range speed will also vary depending on the helicopter types. Refer to Figure The Canadian Army Simulation Centre provides appropriate synthetic environment capabilities in support of Land operations, training, and concept development. We support levels 2 to 6 foundation collective training through the command support training center.
Canadian Manoeuvre Training Centre is a national training centre which designs and delivers collective training in Full Spectrum Operations in the contemporary operating environment. The cadre of Observer Controller Trainers ensures that commanders and soldiers alike are able to learn and gain the most from this training. Short of an actual deployment, Canadian Manoeuvre Training Centre provides the most realistic and dynamic experience imaginable of operational situations up to and including force-on-force combat.
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