emergency landing sites. Then perform the emergency  checklist memory items, followed by items written in the  rotorcraft flight manual (RFM). When all these items are  under control, notify air traffic control (ATC). Declare any  emergency on the last assigned ATC frequency. If one was  not issued, transmit on the emergency frequency 121.5. Set  the transponder to the emergency squawk code 7700. This  code triggers an alarm or special indicator in radar facilities.  When experiencing most in-flight emergencies, such as low  fuel or complete electrical failure, land as soon as possible.  In the event of an electrical fire, turn off all nonessential  equipment and land immediately. Some essential electrical  instruments, such as the attitude indicator, may be required  for a safe landing. A navigation radio failure may not require  an immediate landing if the flight can continue safely. In  this case, land as soon as practical. ATC may be able to  provide vectors to a safe landing area. For specific details  on what to do during an emergency, refer to the RFM for  the helicopter.  Both straight-ahead and turning autorotations should be  practiced by reference to instruments. This training ensures  prompt corrective action to maintain positive aircraft control  in the event of an engine failure.  To enter autorotation, reduce collective pitch smoothly to  maintain a safe rotor RPM and apply pedal trim to keep the  ball of the turn-and-slip indicator centered. The pitch attitude  of the helicopter should be approximately level as shown by  the attitude indicator. The airspeed indicator is the primary  pitch instrument and should be adjusted to the recommended  autorotation speed. The heading indicator is primary for bank  in a straight-ahead autorotation. In a turning autorotation, a  standard rate turn should be maintained by reference to the  needle of the turn-and-slip indicator.  Most helicopters certified for single-pilot IFR flight are required  to have autopilots, which greatly reduces pilot workload. If an  autopilot servo fails, however, resume manual control of the  helicopter. The amount of workload increase depends on which  During the initial climb out, minor heading corrections  should be made with pedals only until sufficient airspeed is  attained to transition to fully coordinated flight. Throughout  the instrument takeoff, instrument cross-check and  interpretations must be rapid and accurate and aircraft control  positive and smooth.  After checking all instruments for proper indications, start  the takeoff by applying collective pitch and a predetermined  power setting. Add power smoothly and steadily to gain  airspeed and altitude simultaneously and to prevent settling to  the ground. As power is applied and the helicopter becomes  airborne, use the antitorque pedals initially to maintain the  desired heading. At the same time, apply forward cyclic to  begin accelerating to climbing airspeed. During the initial  acceleration, the pitch attitude of the helicopter, as read on the  attitude indicator, should be one- to two-bar widths low. The  primary and supporting instruments after becoming airborne  are illustrated in  Figure 8-16 . As the airspeed increases to the  appropriate climb airspeed, adjust pitch gradually to climb  attitude. As climb airspeed is reached, reduce power to the  climb power setting and transition to a fully coordinated  straight climb.  Adjust the miniature aircraft in the attitude indicator, as  appropriate, for the aircraft being flown. After the helicopter  is aligned with the runway or takeoff pad, to prevent forward  movement of a helicopter equipped with a wheel-type landing  gear, set the parking brakes or apply the toe brakes. If the  parking brake is used, it must be unlocked after the takeoff  has been completed. Apply sufficient friction to the collective  pitch control to minimize overcontrolling and to prevent  creeping. Excessive friction should be avoided since it limits  collective pitch movement.  The procedures and techniques described here should be  modified as necessary to conform to those set forth in the  operating instructions for the particular helicopter being  flown. During training, instrument takeoffs should not  be attempted except when receiving instruction from an  appropriately certificated, proficient flight instructor pilot.  servo fails. If a cyclic servo fails, a pilot may want to land  immediately because the workload increases tremendously. If  an antitorque or collective servo fails, continuing to the next  suitable landing site might be possible.  Instrument Takeoff Autorotations Common Errors During Autorotations Servo Failure 1.  Uncoordinated entry due to improper pedal trim  2.  Poor airspeed control due to improper pitch attitude  3.  Poor heading control in straight-ahead autorotations  4.  Failure to maintain proper rotor RPM  5.  Failure to maintain a standard rate turn during turning  autorotations  8-17