Pedal  Some left in hover, more  left to start turn to left Collective  Adjust collective as  necessary to maintain  proper hover height Throttle As necessary to  maintain rpm Normally left pedal application requires more throttle Pedal Most left pressure in  turn Collective Adjust collective as  necessary to maintain  proper hover height Throttle As necessary to  maintain rpm Normally left pedal application requires more throttle Pedal Changing from left to  right pressure Collective Adjust collective as  necessary to maintain  proper hover height Throttle As necessary to  maintain rpm Normally left pedal application requires more throttle Pedal Most right pedal pressure in turn Collective Adjust collective as  necessary to maintain  proper hover height Throttle As necessary to maintain rpm Pedal Some right to stop turn,  then left to maintain  heading Collective Adjust collective as  necessary to maintain  proper hover height Throttle As necessary to  maintain rpm Normally left pedal application requires more throttle Cyclic—Forward Cyclic—Right Cyclic—Rearward Cyclic—Left Cyclic—Forward WIND WIND Figure 9-6.  Left turns in helicopters with a counterclockwise rotating main rotor are more difficult to execute because the tail rotor  demands more power. This requires you to compensate with additional left pedal and increased throttle. Refer to this graphic throughout  the remainder of the discussion on a hovering turn to the left.  hold rearward cyclic pressure to keep the helicopter over  the same spot. Control pressures and direction of application change  continuously throughout the turn. The most dramatic change  is the pedal pressure (and corresponding power requirement)  necessary to control the rate of turn as the helicopter moves  through the downwind portion of the maneuver. The horizontal stabilizer has a tendency to lift the tail during  a tailwind condition. This is the most difficult portion of  the hovering turn. Horizontal and vertical stabilizers have  several different designs and locations, including the canted  stabilizers used on some Hughes and Schweizer helicopters.  The primary purpose of the vertical stabilizer is to unload  the work of the antitorque system and to aid in trimming the  helicopter in flight should the antitorque system fail. The  horizontal stabilizer provides for a more usable CG range  and aids in trimming the helicopter longitudinally. Turns can be made in either direction; however, in a high  wind condition, the tail rotor may not be able to produce  enough thrust, which means the pilot cannot control a turn  to the right in a counterclockwise rotor system. Therefore,  if control is ever questionable, first attempt to make a 90°  turn to the left. If sufficient tail rotor thrust exists to turn  the helicopter crosswind in a left turn, a right turn can be  successfully controlled. The opposite applies to helicopters  with clockwise rotor systems. In this case, start the turn to  the right. Hovering turns should be avoided in winds strong  enough to preclude sufficient aft cyclic control to maintain  the helicopter on the selected surface reference point  when headed downwind. Check the flight manual for the  manufacturer’s recommendations for this limitation. Because of the helicopter’s tendency to weathervane,  maintaining the same rate of turn from the 180° position  actually requires some pedal pressure opposite the direction  of turn. If a pilot does not apply opposite pedal pressure,  the helicopter tends to turn at a faster rate. The amount of  pedal pressure and cyclic deflection throughout the turn  depends on the wind velocity. As the turn is finished on the  upwind heading, apply opposite pedal pressure to stop the  turn. Gradually apply forward cyclic pressure to keep the  helicopter from drifting. 9-8