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  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  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  20 20 I0 I0 I0 I0 20 20 TEST  STBY PWR  Primary pitch Supporting pitch and bank Supporting bank Primary bank Supporting pitch Primary power as airspeed approaches desired value Remains constant Figure 6-7. Figure 8-10.  Flight instrument indications in straight-and-level flight with airspeed decreasing. To produce  straight-and-level  flight,  the cross-check of the  pi tch-and -ban k instruments sho uld be combined with the  power control instruments. With  a constant power setting, a  normal  cross-check should be satisfactory. When changing  power, the speed of the cross-check must be increased to  cover the pitch and bank instruments adequately. This is  necessary to counteract any deviations immediately.  increase power to the climb power setting and  adjust pitch attitude to the approximate  climb attitude. A  helicopter may or may not have an exact  “climb attitude.” To  slow down to climb (versus cruise)  airspeed, the nose must be raised. Depending on power and horizontal stabilizer configuration  and effectiveness, the nose may be level during an established  climb or slightly nose high. Many helicopters are very capable  of climbing and never raising the nose. A short deceleration  period may be necessary to slow to a more efficient climb  airspeed, but the attitude indicator is often level after  the climb is stabilized. T he increase in power causes the  helicopter to start  climbing  and only very slight back cyclic  pressure is needed to compl ete the change from level to climb  attitude. The attitude  indicator  should be used to accomplish  the pitch change. If the  transition  from level flight to a climb  is smooth, the VSI  shows  an immediate upward trend and  then stops at a rate  appropriate  to the stabilized airspeed and  attitude. Primary and  supporting  instruments for climb entry  are illustrated in  Figure 8-11 .  When the helicopter stabi lizes at a constant airspeed and  attitude, the airspeed  indicator  becomes primary for pitch.  The manifold pressure cont inues to be primary for power and  should be monitored closel y to determine if the proper climb  power setting is being  maintained.  Primary and supporting  instruments for a stabilized  constant airspeed climb are shown  in  Figure 8-12 .  For any power setting and load c ondition, there is only  one airspeed that gives the most  efficient rate of climb.  To determine this, consult the cli mb data for the type of  helicopter being flown. The  technique varies according to  the airspeed on entry and whether a constant airspeed or  constant rate climb is made.  To enter a constant airspeed climb fr om cruise airspeed when  the climb speed is lower than cruise speed, simultaneously  Common Errors During Airspeed Changes Entry Straight Climbs (Constan t Airspeed and  Constant Rate) 1.  Improper use of power  2.  Overcontrolling pitch attitude 3.  Failure to maintain heading  4.  Failure to maintain altitude  5.  Improper pedal trim  8-10