collective. Helicopter position and the direction of travel are  controlled by the cyclic. The pilot should always remember that the total lift and thrust  vectoring is controlled by the cyclic. If a certain airspeed  is desired, it will require a certain amount of cyclic and  collective movement for level flight. If the cyclic is moved,  the thrust-versus-lift ratio is changed. Aft cyclic directs  more power to lift, and altitude increases. Forward cyclic  directs more power to thrust, and airspeed increases. If the  collective is not changed and there is a change only in cyclic,  the total thrust to lift ratio does not change: aft cyclic results  in a climb, and forward cyclic results in a descent with the  corresponding airspeed changes.  After receiving the proper clearance and ensuring that the  area is clear of obstacles and traffic, begin the maneuver with  the collective in the down position and the cyclic in a neutral  position, or slightly into the wind. Very slowly increase the  collective until the helicopter becomes light on the skids or  wheels. As collective and torque increases, antitorque must  be adjusted as well. Therefore, as the aircraft begins to get  light on the landing gear, apply appropriate antitorque pedal  to maintain aircraft heading. Continue to apply pedals as  necessary to maintain heading and coordinate the cyclic for  a vertical ascent. As the helicopter slowly leaves the ground,  check for proper attitude control response and helicopter  center of gravity. A slow ascent will allow stopping if  responses are outside the normal parameters indicating hung  or entangled landing gear, center of gravity problems, or  control issues. If a roll or tilt begin, decrease the collective  and determine the cause of the roll or tilt. Upon reaching the  desired hover altitude, adjust the flight controls as necessary  to maintain position over the intended hover area. Student  pilots should be reminded that while at a hover, the helicopter  is rarely ever level. Helicopters usually hover left side low  due to the tail rotor thrust being counteracted by the main  rotor tilt. A nose low or high condition is generally caused  by loading. Once stabilized, check the engine instruments  and note the power required to hover.  To level off from the descent, lead the desired altitude  by approximately 10 percent of the rate of descent. For  example, a 500-fpm rate of descent would require a 50-foot  lead. At this point, increase the collective to obtain cruising  power, adjust the throttle to maintain rpm, and increase left  antitorque pedal pressure to maintain heading (right pedal  pressure in a clockwise rotor system). Adjust the cyclic to  obtain cruising airspeed and a level flight attitude as the  desired altitude is reached. Excessive movement of any flight control requires a change  in the other flight controls. For example, if the helicopter  drifts to one side while hovering, the pilot naturally moves  the cyclic in the opposite direction. When this is done,  part of the vertical thrust is diverted, resulting in a loss of  altitude. To maintain altitude, increase the collective. This  increases drag on the blades and tends to slow them down. To  counteract the drag and maintain rpm, increase the throttle.  Increased throttle means increased torque, so the pilot must  add more pedal pressure to maintain the heading. This can  easily lead to overcontrolling the helicopter. However, as  level of proficiency increases, problems associated with  overcontrolling decrease. Helicopter controls are usually  more driven by pressure than by gross control movements. A vertical takeoff to a hover involves flying the helicopter  from the ground vertically to a skid height of two to three  feet, while maintaining a constant heading. Once the desired  skid height is achieved, the helicopter should remain nearly  motionless over a reference point at a constant altitude and  on a constant heading. The maneuver requires a high degree  of concentration and coordination.  The pilot on the controls needs to clear the area left, right,  and above to perform a vertical takeoff to a hover. The  pilot should remain focused outside the aircraft and obtain  clearance to take off from the controlling tower. If necessary,  the pilot who is not on the controls assists in clearing the  aircraft and provides adequate warning of any obstacles and  any unannounced or unusual drift/altitude changes. Heading control, direction of turn, and rate of turn at hover  are all controlled by using the pedals. Hover height, rate of  ascent, and the rate of descent are controlled by using the  Common Errors Technique Vertical Takeoff to a Hover Common Errors 1.  Failure to maintain constant angle of decent during  training.  2.  Failure to level-off the aircraft sufficiently, which  results in recovery below the desired altitude. 3.  Failure to adjust antitorque pedal pressures for changes  in power. 1.  Failing to ascend vertically as the helicopter becomes  airborne. 2.  Pulling excessive collective to become airborne,  causing the helicopter to gain too much altitude. 3.  Overcontrolling the antitorque pedals, which not only  changes the heading of the helicopter, but also changes  the rpm. 9-6