A O M  3  4  I  0  2  2  I  3  VERTICAL SPEED  THOUSAND FT PER MIN  UP  DOWN  .5  .5  33  30  24  2I  I5  I2  6  3  2 MIN TURN  DC ELEC  L R  30.0  29.9  29.8  I 0 0 F E T I  4  5  6  7  9  2  0  8  3  CALIBRATED  TO 20,000 FEET  ALT  2 0 2 0 I 0 I 0 I 0  I 0 2 0 2 0 TEST  STBY PWR  IN Hg ALg. MANIFOLD  PRESS  25 5 15 30 20 10 35 110  100  90  80  70  60  50  110  100  90  80  70  60  50  E R  %RPM  Primary pitch Supporting pitch and bank Primary bank Supporting pitch Remains constant Primary power Figure 8-15.  Flight instrument indications for a stabilized left climbing turn at a constant airspeed. A n y man e uver  not required for no rmal helicopter instrument  flight is a n un usual attitude and may be caused by any one  or combination of factors, such as turbulence, disorientation,  instrument failure, confusion, preoccupation with flight deck  duties, carelessness in cross-checking, errors in instrument  interpretation, or lack of proficiency in aircraft control. Due  to the instability characteristics of the helicopter, unusual  attitudes can be extremely critical. As soon as an unusual  attitude is detected, make a recovery to straight-and-level  flight as soon as possible with a mi nimum loss of altitude.  To recover from an unusual attitud e, a pilot should correct  bank-and-pitch attitude and adjust  power as necessary. All  components are changed almost si multaneously, with little  lead of one over the other. A pilot  must be able to perform  this task with and without the at titude indicator. If the  helicopter is in a climbing or desce nding turn, adjust bank,  pitch, and power. The bank attitu de should be corrected  by referring to the turn-and-slip  indicator and attitude  indicator. Pitch attitude should be c orrected by reference to  the altimeter, airspeed indicator, VS I, and attitude indicator.  Adjust power by referring to the  airspeed indicator and  manifold pressure.  Since the displacement of the contro ls used in recovery from  unusual attitudes may be greater tha n those used for normal  flight, make careful adjustments as  straight-and-level flight  During any emergency,  first fly the aircraft. This means  ensure the helicopter is  under control, and determine  Emergencies during  instrument flight are handled similarly  to those occurring during  VFR flight. A thorough knowledge  of the helicopter and its sys tems, as well as good aeronautical  knowledge and judgme nt, is the best preparation for  emergency situations. Safe operations begin with preflight  planning and a thorough  preflight inspection. Plan a route  of flight to include  adequate landing sites in the event of an  emergency landing. Make  sure all resources, such as maps,  publications, flashlights,  and fire extinguishers, are readily  available for use in an emergency.  is approached. Cross-check t he other instruments c losely  to  avoid overcontrolling.  Common Errors During Unusual Attitude  Recoveries Emergencies 1.  Failure to make proper pitch correction  2.  Failure to make proper bank correction  3.  Failure to make proper power correction  4.  Overcontrolling pitch and/or bank attitude  5.  Overcontrolling power 6.  Excessive loss of altitude  U nusu a l A ttitudes 8-16