C4004 Block MIF and Procedures

All the procedures are available in a | flash card format.

=MIF=

Transition to Forward Flight
407. TRANSITION TO FORWARD FLIGHT

Procedures

 * 1. From a stable hover, begin forward motion.
 * 2. Add collective if necessary to prevent settling as the helicopter leaves its ground cushion.   Maintain helicopter heading aligned with the direction of travel.
 * 3. Continue to accelerate while maintaining the wing down, top rudder crosswind correction.   Arrive at 20 feet AGL with 40 KIAS.
 * 4. Passing through 50 feet and 65 KTS adjust the nose to the 70 KTS climbing attitude,  transition to balanced flight, and climb at 500 to 700 feet per minute.  Maintain the 70 KTS  climbing attitude in balanced flight.
 * 5. Fifty feet below the desired altitude, adjust the nose to the cruise attitude.  Maintain climb  power.  Approaching the desired airspeed, adjust the collective to level-off at the desired altitude.   Maintain balanced flight.

Procedures

 * 1. From a hover, begin a slow turn by displacing the appropriate pedal.
 * 2. As the helicopter turns, adjust the cyclic as necessary to remain over the reference point  and pedals as necessary to control the rate of turn.
 * 3. Stop the turn on the desired new heading.

Procedures

 * 1. Maintain 500 feet AGL, 70 KTS on Downwind.
 * 2. At the 180o position, lower the collective and begin a descending, decelerating turn towards  the courseline.  Maintain balanced flight.
 * 3. Arrive at The 90o position with 300 feet AGL and 60 KTS.
 * 4. Intercept the courseline by 150 feet AGL, with 50 KTS, and sufficient straightaway (600 to  800 feet) to intercept the glideslope.  Establish crosswind corrections as necessary.
 * 5. At 150 feet AGL, set the appropriate decel attitude and adjust the collective to maintain a  constant glideslope between 10 and 20 degrees.
 * 6. Arrive over the spot at hover altitude, hover power, and zero groundspeed simultaneously.

Procedures

 * 1. Utilize normal approach procedures.
 * 2. Intercept the final course line, adjust the nose attitude to decelerate, but maintain  translational lift (13 to 15 KTS).
 * 3. At 5 to 10 feet AGL, level the skids for touchdown with 3 to 15 KTS groundspeed.   Maintain heading with the pedals.
 * 4. After touchdown, smoothly lower the collective as necessary to bring the aircraft to a  gradual stop.  Once stopped, smoothly lower the collective to the full down position.

WARNING   Failure to align the aircraft with direction of travel may result in  dynamic rollover.

CAUTION   Excessive groundspeed combined with uneven terrain may result  in excessive rocking of the aircraft and potential driveshaft-toisolation mount contact.

CAUTION   Reduction of the collective at an excessive rate and/or magnitude  upon touch down may result in the skids digging in and the aircraft  rocking forward precipitously.

Procedures

 * 1. Utilize normal or steep approach procedures.
 * 2. As the helicopter approaches ground effect, adjust collective to continue the descent to a  landing with little to no groundspeed.

Procedures

 * 1. Constant-Heading Square
 * a. From the starting position, move laterally in either direction along the side of the  square.
 * b. When reaching the corner, stop, stabilize the hover, and continue in the new direction.   maintain a constant heading with pedals.
 * c. When moving forward or rearward, the side of the square should be under the aircraft  to provide the pilot with a visual reference.
 * d. When moving laterally, the heading should be perpendicular to the side of the square.
 * 2. Parallel-Heading Square
 * a. From the starting position, move forward and place the side of the square under the  helicopter.  Turn 90° to the right to place the square beneath the longitudinal axis and  begin a forward air taxi.
 * b. Anticipate a hover at the corner.  Stop with the next side abeam the pilot's shoulder.
 * c. Execute a 90° left turn on the spot to place the new side beneath the helicopter.   Stabilize the hover, and continue the air taxi.  Continue until reaching the middle of  the downwind side.  Turn 90° and taxi rearward to the starting position.
 * 3. Perpendicular-Heading Square
 * a. From the starting position, begin slow lateral movement in either direction along the  side of the square, maintaining the heading perpendicular to the square with pedals.
 * b. As the helicopter reaches the corner, coordinate cyclic and rudder to turn to a heading  perpendicular to the next side.  Do not stop the lateral motion.
 * c. Continue until reaching the starting position.

Procedures

 * 1. Establish a 100 KTS cruise flight at a given altitude at or above 500 feet.
 * 2. Coordinate a reduction in power with aft cyclic to slow the aircraft to 70 KTS, maintaining  altitude, heading and balanced flight.  Stabilize momentarily at 70 KTS.
 * 3. Coordinate an increase in power with forward cyclic to accelerate back to 100 KTS,  maintaining altitude, heading, and balanced flight.

Amplification

 * 1. This maneuver can be executed from any airspeed, but it typically is done from 100 KTS  cruise flight.
 * 2. To slow to 70 KTS, coordinate a reduction in collective power with aft cyclic to slow the  aircraft.  Simultaneously, add right pedal to counteract reduced torque and scan the VSI to  maintain altitude.
 * 3. Approaching 70 KTS indicated airspeed; readjust the nose to the 70 KTS level attitude.  At  the same time increase collective slightly to maintain altitude and add left pedal to compensate  for increased torque and scan the VSI to maintain altitude.
 * 4. To accelerate back to cruise flight, coordinate an increase in collective power with forward  cyclic.  Simultaneously add left pedal to counteract increased torque.  Maintain altitude, heading,  and balanced flight.
 * 5. To expedite this maneuver understand and utilize expected torque values.  You will begin  the maneuver at 100 KIAS (70-75% Q).  Remember this value.  Slowing to 70 KIAS will require  a reduction in torque to a value below the torque required to maintain 70 KIAS (50-55% Q).  The  rate of reduction is technique: the faster and greater the torque reduction, the faster you will  decelerate; you will also need greater coordination with yaw control.  To stabilize at 70 KIAS  bring the torque to 50-55%.  Remember this value, you will use it in the pattern at the OLF.  To  accelerate to 100 KIAS; you will need to bring the torque to a value slightly higher than your  initial cruise torque setting.  Again, the rate and magnitude of torque change will be technique.   When you have reached 100 KIAS, reduce the torque to your cruise torque value.  This  maneuver is to be executed smoothly with deliberate changes in power and airspeed.

Procedures

 * 1. Establish 100 KTS or 70 KIAS flight at a given altitude, at or above 500 feet.
 * 2. Initiate a turn in either direction utilizing 15° AOB for 90° of heading change.   Approaching 90° of turn, reverse the turn at 15° AOB to the original heading.
 * 3. After the second 15° AOB turn, reverse the turn and roll into a 30° AOB turn for 180° of  heading change.  Approaching 180° of turn, reverse the turn at 30° AOB to the original heading.
 * 4. After the second 30° AOB turn, reverse the turn and roll into a 45° AOB turn for 360° of  heading change.  Approaching 360° of turn, reverse the turn at 45° AOB to the original heading.
 * 5. After the second 45° AOB turn, roll wings level on heading, altitude, and airspeed.

Amplification and Technique

 * 1. The reversals will begin at a point prior to the reversal heading.
 * 2. Little or no power change is required for the 15o AOB turn, but some additional power may  be required for the 30° AOB turn, and usually a definite power increase will be required to  maintain altitude for the 45° AOB turn.