30 .0 29.9 2 9 .8 I 00 F E $^{T}$I 4 5 6 7 9 2 0 8 3 CALIBRATED TO  20,000 FEET ALT OFF GO L N AV NET AVG PULL PUSH HW DIST ALT $^{PUS}$H 0 2 4 6 8 10 -2 -4 Acceleration UNITS N 30 60 E 120 150 STEER FOR S 210 240 W 300 330 STEER RADIO FOR ON ON 160 40 140 60 120 80 20 100 knots 0 2 2 4 4 6 6 8 8 10 10 knots winter 5 0 6 $^{0}$  70 $_{ }$8 0  9 0 1 0 k n o t s $_{ }$S A L T O + − PWR FNCN SEL VOL BATT KNOTS PUSH 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 OFF GO L N AV NET AVG PULL PUSH HW DIST ALT PUSH 0 2 4 6 8 10 -2 -4 Acceleration G UNITS N 30 60 E 120 150 STEER FOR S 210 240 W 300 330 STEER RADIO FOR ON ON 160 40 140 60 120 80 20 100 knots 0 2 2 4 4 6 6 8 8 10 10 knots winter 5 0 6 $^{0}$  70 $_{ }$8 0  9 0 1 0 k n o t s $_{ }$S A L T O + − PWR FNCN SEL VOL BATT KNOTS PUSH 30 .0 29.9 29.8 I 00 F E T I 4 5 6 7 9 2 0 8 3 CALIBRATED TO  20,000 FEET ALT OFF GO L N AV NET AVG PULL PUSH HW DIST ALT PUSH 0 2 4 6 8 10 -2 -4 Acceleration G UNITS N 30 60 E 120 150 STEER FOR S 210 240 W 300 330 STEER RADIO FOR ON ON 160 40 140 60 120 80 20 100 knots 0 2 2 4 4 6 6 8 8 10 10 knots winter 5 0 6 $^{0}$  70 $_{ }$8 0  9 0 1 0 k n o t s $_{ }$S A L T O + − PWR FNCN SEL VOL BATT KNOTS PUSH Slip Skid Coordinated Yaw string Yaw string Yaw string Figure 9-5.  Cockpit view of a slip and skid.  If the pilot wishes to climb faster, with a decreased airspeed,  then the climb can be initiated with aft cyclic. Depending  on initial or entry airspeed for the climb, the climb can be  accomplished without increasing the collective, if a much  slower airspeed is acceptable. However, as the airspeed  decreases, the airflow over the vertical fin decreases  necessitating more antitorque (left) pedal application. To level off from a climb, start adjusting the attitude to the  level flight attitude a few feet prior to reaching the desired  altitude. The amount of lead depends on the rate of climb at  the time of level-off (the higher the rate of climb, the more  the lead). Generally, the lead is 10 percent of the climb rate.  For example, if the climb rate is 500 feet per minute (fpm),  you should lead the level-off by 50 feet. To begin the level-off, apply forward cyclic to adjust and  maintain a level flight attitude, which can be slightly nose  low. Maintain climb power until the airspeed approaches the  desired cruising airspeed, then lower the collective to obtain  cruising power and adjust the throttle to obtain and maintain  cruising rpm. Throughout the level-off, maintain longitudinal  trim with the antitorque pedals. A normal descent is a maneuver in which the helicopter loses  altitude at a controlled rate in a controlled attitude. The entry into a climb from a hover has already been described  in the Normal Takeoff from a Hover subsection; therefore,  this discussion is limited to a climb entry from cruising flight. To establish a normal descent from straight-and-level flight  at cruising airspeed, lower the collective to obtain proper  power, adjust the throttle to maintain rpm, and increase  right antitorque pedal pressure to maintain heading in a  counterclockwise rotor system (or left pedal pressure in a  clockwise system). If cruising airspeed is the same as or  slightly above descending airspeed, simultaneously apply  the necessary cyclic pressure to obtain the approximate  descending attitude. If the pilot wants to decelerate, the  cyclic must be moved aft. If the pilot desires to descend with  increased airspeed, then forward cyclic is all that is required if  airspeed remains under the limit. As the helicopter stabilizes  at any forward airspeed, the fuselage attitude will streamline  due to the airflow over the horizontal stabilizer. As the  airspeed changes, the airflow over the vertical stabilizer or  fin changes, so the pedals must be adjusted for trim. To enter a climb in a helicopter while maintaining airspeed,  the first actions are increasing the collective and throttle,  and adjusting the pedals as necessary to maintain a centered  ball in the slip/skid indicator. Moving the collective up  requires a slight aft movement of the cyclic to direct all  of the increased power into lift and maintain the airspeed.  Remember, a helicopter can climb with the nose down and  descend with the nose up. Helicopter attitude changes mainly  reflect acceleration or deceleration, not climb or descent.  Therefore, the climb attitude is approximately the same as  level flight in a stable climb, depending on the aircraft’s  horizontal stabilizer design. Technique Normal Descent Normal Climb Technique Common Errors 1.  Failure to maintain proper power and airspeed. 2.  Holding too much or too little antitorque pedal. 3.  In the level-off, decreasing power before adjusting the  nose to cruising attitude. 9-5