SAFETYSENSE LEAFLET 17

HELICOPTER AIRMANSHIP

1 INTRODUCTION
2 KNOWLEDGE
3 PREPARATION
4 PRACTICE
5 MAIN POINTS
1 INTRODUCTION c) Comprehensive knowledge,
a) Although this guide is mainly careful preparation and frequent
intended for helicopter pilots, much of flying practice are the best insurance
the advice will be equally relevant to against becoming an accident
gyroplane pilots. statistic. Avoid a complacent ‘it will be
b) A review of 42 fatal accidents all right’ attitude.
during a recent 15-year period to
helicopters of less than 5,700 kg 2 KNOWLEDGE
reveals that most should not have 2.1 Reporting
happened. Broadly, they are the a) Learn from the mistakes of
result of the following: others; you might not live long
- low flying including wire strikes 8 enough to make all of them yourself.
- controlled flight into terrain 8 Improve your knowledge via other
peoples’ problems by reading the
­ loss of control VMC 6 CAA’s Occurrence Digest, the Air
­ technical failures 5 Accidents Investigation Branch’s
­ third party into rotors 4 monthly Bulletin and the General
­ loss of control IMC/night 4 Aviation Safety Council’s quarterly
­ collision with ground objects 4 Flight Safety Bulletin.
­ mid-air collision 1
­ unknown 2

January 2013 www.caa.co.uk/safetysense

 b) Share your knowledge and • AWARENESS of (but not
experience with others, preferably by necessarily demonstrated)
reporting to the CAA’s Safety Data height-velocity curve, dynamic
Department, the British Helicopter roll-over, vortex ring, ground
Association, the Helicopter Club of resonance and engine icing
Great Britain, or for gyroplanes the situations;
Popular Flying Association, anything • awareness of the importance of
from which you think others could maintaining rotor rpm, and
learn. Photographs often help to proficiency at recognising and
illustrate problems. Your report could recovering from low rotor rpm
prevent someone else’s accident. conditions, both with power ON
c) The CAA’s Safety Data and with power OFF;
Department database holds details of • operation from confined areas;
all helicopter occurrences.
• assessment of flight visibility; and
d) The European Helicopter Safety
Team (EHEST) publishes useful • other flying that you or your
safety videos and leaflets on instructor feel would be
www.easa.europa.eu/essi/ehest. beneficial.
e) If there is a Manufacturer’s 2.3 Limitations
Safety Course, improve your a) You must know the helicopter’s
knowledge by participating – it could limitations and your own – HEED
also result in cheaper insurance! THEM BOTH.
2.2 Refresher Training b) Experienced fixed-wing pilots, but
Revise your basic knowledge and with low rotorcraft hours, may be
flying skills by having a regular check confident and relaxed in the air but
flight (at least every six months) with will not yet have developed the reflex
an instructor which should include: responses, control feel, co-ordination
and sensitivity necessary in a
• practice engine failure so that helicopter. They may well react
in a single-engine helicopter it incorrectly to a low rotor rpm warning.
is a reflex response to lower (See paragraphs 2.2 and 4.9(b).) A
the collective IMMEDIATELY more cautious approach is
and to enter autorotation; necessary.
• in multi-engined helicopters,
practice simulated engine-out 3 PREPARATION
procedures; 3.1 Paperwork
• sloping ground take-offs and Make sure that your licence/rating,
landings; certificate of experience and medical
• appropriate emergency are up-to-date. Also check that the
procedures for the type of helicopter’s documents (including
helicopter, including emergency Certificate of Airworthiness/Permit to
R/T call, either on the intercom or Fly, Airworthiness Renewal
by a practice PAN call; Certificates, Maintenance Releases
and Insurance) are valid.

SSL 17 2 January 2013

3.2 The Helicopter c) Know the conditions that lead to
a) If you do not fly very often, prior the formation of piston engine icing
to flight study the Pilot’s Operating (SafetySense Leaflet 14, available
Handbook/Flight Manual etc. so that free for download from the CAA’s
you are thoroughly familiar with: website www.caa.co.uk/safetysense).
Know the Flight Manual/Pilot’s
• limitations;
Operating Handbook instructions
• normal and emergency procedures; regarding the use of Carb heat or
• rotor speeds/power settings; Engine anti-ice and comply with
• the height-velocity avoid areas; them. Include Carb Air Temp and
• weight and balance calculations; and OAT in your regular scan of engine
instruments.
• operation of radio and navigation
instruments. d) Beware of turbulent and windy
conditions, especially if your
b) Sit in the helicopter and
experience is limited.
re-familiarise yourself with the
external and ground checks, cockpit e) In wet weather beware of misting
layout, fuel system and position of all of windshield and windows,
controls etc. especially when carrying wet
passengers.
c) Carry out refresher training as
described in paragraph 2.2 if you 3.4 Winter Flying
have not flown the type in the last six a) In addition to much of the
months. (Many commercial operators information in SafetySense Leaflet 3
require a check-flight if their pilots ‘Winter Flying’, helicopter pilots
have not flown the type in the last 28 should also beware of ‘white-out’, due
days!) to blowing snow, when landing on a
3.3 Weather snow-covered surface.
a) Get an aviation weather forecast b) It should also be noted that there
valid for the time of flight, heed what are NO general aviation helicopters
it says, and make a carefully cleared for flight in icing conditions.
reasoned GO/NO GO decision. Do You must use weather forecasts to
not let ‘Get-there/home-itis’ influence avoid snow and icing conditions.
your judgement. Establish clearly in c) Wear warm clothing in case of
your mind the current en-route heater failure or a forced/
conditions, the forecast and the precautionary landing – you can’t put
‘escape route’ back to good weather. them on in flight!
Take account of the freezing level. d) A Canadian gyroplane accident
Plan a more suitable route if you are was the result of the pilot’s eyeballs
likely to fly over high ground which freezing. He lost control and crashed.
may be cloud-covered.
e) If operating from an icy surface,
b) The various methods of obtaining take care to open and close the
and updating aviation weather throttle slowly and lead with the
information (including codes) are appropriate yaw pedal to avoid the
described in the booklet ‘GET MET’, possibility of the helicopter rotating on
available free from the Met Office. the spot.
SSL 17 3 January 2013
3.5 VFR Navigation g) Plan to reach your destination at
a) Use appropriate current least one hour before sunset, unless
aeronautical charts, ready folded to qualified, equipped and prepared for
show the planned track. It may be too night flying. (Public Transport night
late when you are airborne. flying is prohibited in single-engined
helicopters.) You may not spot fog or
b) Check NOTAMs, Temporary
low cloud at night.
Navigation Warnings, AICs etc. for
changes issued since your chart was h) To comply with Rule 5 ‘Low
printed or which are of a temporary Flying’ of the Rules of the Air 2007,
nature, such as an air display, or ATC contained in CAP 393, you must
frequency change. (Internet site NOT fly:
www.ais.org.uk.) • within 500 ft of persons, vessels,
c) Information on Red Arrows vehicles and structures, unless
displays and Emergency Restrictions taking off or landing in accordance
of Flying is available on the AIS with normal aviation practice;
website and Freephone 0500 354 • over, or take-off or land within
802 (or 0208 750 3939), updated 1,000 m of, any assembly in the
daily. open air of more than 1,000
d) Prepare your Route Plan persons at an organised event
thoroughly with particular reference to without complying with the
Safety Altitude, icing hazards and procedures in Rule 5(3)(e) and (f)
suitable diversions. Familiarise of the Rules of the Air 2007. The
yourself with geographical features, procedures to be followed at a
time points, airspace en-route and temporary HLS which is not an
the procedures in any helicopter aerodrome are contained in the
special routes. UK AIP, GEN 1.6 paragraph 2.3;
e) If you fly a single-engined • over the congested area of a city,
helicopter and your proposed route town, or settlement, below 1,000 ft
takes you over a congested area, above the highest fixed object
forest, lake etc. where a forced within 600 m of the helicopter,
landing due to engine failure or unless flying on a notified route
unexpected bad weather could be under ‘Special VFR’;
hazardous to yourself or those on the • at a height/speed combination that
ground, plan a different route where a would endanger persons or
forced landing would be safe. property on the surface in the
f) Note congested areas, high event of an engine failure; or
ground, masts and other obstructions • in the London ‘Specified Area’,
in planning your safe altitude; note except on the notified routes.
Maximum Elevation Figures (MEF) Landing off the routes other than
on charts. You must not fly over at a licensed or Government
certain High-Security Prisons and aerodrome/HLS is not normally
other sites in a helicopter. These may allowed, but Permission may be
not be all shown on your chart, but requested in specific cases from
are listed in the UK AIP ENR 5.1.

SSL 17 4 January 2013

 the CAA’s Flight Operations 3.6 Radio
Inspectorate (General Aviation) a) Know what to do if the radio fails,
(FOI(GA)) using Form SRG 1304, including when flying Special VFR in
available from www.caa.co.uk. controlled airspace etc.
Note: If your proposed flight appears b) Have all necessary radio
to be limited by Rule 5, first check the frequencies to hand, including those
full terms of the Rules and, if for destination and diversion
necessary, seek further advice from aerodromes, VOLMET, LARS,
FOI(GA). Danger Area Crossing Service etc.
i) If you intend to fly below 1,000 ft c) If using radio nav aids to back up
agl (where most military low flying your visual navigation, note their
takes place), use Freephone 0800 frequencies and Morse idents.
515544 for the Civil Aircraft
d) Brush up periodically on radio
Notification Procedure (CANP) or
procedures, phraseology etc. (CAP
Pipeline and Power line Inspection
413 ‘Radiotelephony Manual’).
Procedures (PINS) to let them know
where and when you will be operating 3.7 Weight and Balance
on relevant activities (see paragraphs a) Use the actual (not typical) empty
5-7 of the UK AIP ENR 1.10) and weight and centre of gravity (cg) from
SafetySense Leaflet 18 ‘Military Low the latest Weight and Balance
Flying’). Schedule of the actual helicopter you
j) Know the procedure if you get are operating. Helicopters get heavier
lost (see paragraph 4.8) and always due to extra equipment etc. Take
be mentally prepared to land if things account of ground handling
get difficult. equipment, camera installations, etc.
k) Above all, prepare a thorough b) Check that the helicopter’s
route plan (SafetySense Leaflet 5 maximum/minimum weights are
‘VFR Navigation’). Make sure you complied with. If too heavy, you must
have sufficient fuel for the flight and adjust the weight by off-loading
possible diversion, and where you passengers, baggage or fuel.
can top up en-route if necessary. c) Check that the cg is within limits
l) GPS is a very useful back-up to for take-off and throughout the flight;
other methods of navigation, but NOT for example after passengers leave,
a substitute for them. Double check or with low fuel and two heavy crew
way-point calculation and entry, then in front. In some helicopters, you may
load and activate the route before run out of cyclic control for landing.
take-off if you have the facility. See You may have to carry ballast; it must
SafetySense Leaflet 25 ‘Use of GPS’. be suitable and properly secured.
m) Much useful guidance is d) Never attempt to fly a helicopter
available from the BHA website: which is outside the permitted weight/
www.britishhelicopterassociation.org. cg range and performance limitations.
It is dangerous as well as illegal, and
invalidates the C of A and almost
certainly your insurance.

SSL 17 5 January 2013

3.8 Performance b) If your destination is a private
a) Make sure that the sites you landing site, the surroundings may be
intend using are large enough for very different from the licensed
take-off and landing. Use the Pilot’s aerodrome at which you learnt to fly,
Operating Handbook/Flight Manual to or from which you normally operate.
calculate the space and power The final approach and take-off area
required. Calculate your density should be at least twice the length of
altitude. the helicopter including rotor blades.
There may be hard-to-see cables or
b) Use the recommended take-off
other obstructions in the approach
and landing profiles. Minimise flight
path, or hills, trees and buildings
in the height-velocity avoid areas.
close to the site giving wind shear
3.9 Fuel Planning and/or unusual wind patterns. Read
a) Always plan to land by the time the guidelines published by the
the tanks are down to the greater of British Helicopter Association (BHA)
1/4 tank or 45 minutes, but don’t rely on their website.
solely on the gauge(s) or low fuel c) Try to choose a landing site
warning. Remember, a headwind where you can use the recommended
may be stronger than forecast, which profiles, but if that is impossible
particularly affects slower-flying consider:
helicopters. Frequent use of carb • a check out with an instructor or
heat/hot air will also increase fuel someone who knows the site
consumption. well; or
b) Know the hourly fuel • a check from the ground of the
consumption of your helicopter. In potential problems associated
flight, check that the gauges agree with different wind directions, or
with your calculations. the reduced climb on a hot day.
c) Understand the operation and Always minimise the time that the
limitations of the fuel system, gauges, helicopter is at greatest risk from
pumps, mixture control (do not lean engine failure.
mixture unless it is permitted),
d) In an emergency, a helicopter
unusable fuel etc.
pilot is in the fortunate situation of
3.10 Destination being able to land almost anywhere.
a) Check for any special procedures While you always need to be
due to activities at your destination, prepared to do that, under normal
such as parachuting, gliding, circumstances you need the
microlighting etc. Use the UK landowner’s (or his Agent’s)
Aeronautical Information Publication permission, which is a requirement
(UK AIP, available through the AIS for any take-off. This also applies at
website www.ais.org.uk) or other strips and most aerodromes, where
Flight Guides to find out where the Prior Permission is Required (PPR).
helicopter operating area is located.
Check NOTAMs and Temporary
Navigation Warnings, etc.

SSL 17 6 January 2013

3.11 Flying Abroad d) The water around the UK coast is
a) Make sure you are conversant cold even in summer and survival
with the aeronautical rules, charts time may be only 15 minutes (about
(including scale and units, e.g. feet or the time to scramble a SAR
metres), airspace etc. for each helicopter). A good quality insulated
country you are flying to/over. immersion suit, with warm clothing
b) Take the helicopter’s documents underneath and the hood up and well
which include your licence and a sealed, should provide over three
copy of ‘Interception Procedures’ hours’ survival time. In water, the
(SafetySense Leaflet 11). Some body loses heat 100 times faster than
countries (e.g. Spain) require your in cold air.
insurance details written in their e) In addition, take a life-raft. It’s
language. heavy, so re-check weight and
c) Before crossing an International balance. A life-raft is much easier to
FIR boundary you must file a Flight see and will help the rescuers find
Plan, check that it has been accepted you. It should be properly secure, but
and activated (SafetySense Leaflet easily accessible as a helicopter will
20 ‘VFR Flight Plans’). sink faster than an aeroplane.
d) The Terrorism Act includes f) Make sure that lifejackets,
restrictions for flights to Ireland, immersion suits and life-raft have
Channel Isles and Isle of Man. (UK been tested recently by an approved
AIP GEN 1.2, paragraph 1.5.) organisation – they must be
serviceable when needed.
e) Permit to Fly aircraft may need
special permission in many countries. g) Carry an approved ELT, and/or a
Personal Locator Beacon (PLB)
3.12 Over Water transmitting on 406 MHz, and flares.
a) Before flying over water, read h) Remain on an appropriate
SafetySense Leaflet No. 21 aeronautical radio station frequency.
‘Ditching’. Some helicopter i) Pilots and passengers who
manuals/handbooks contain specific regularly fly over water are advised to
advice on ditching including the need attend an underwater escape training
to apply full lateral cyclic control as and Sea Survival Course (details in
the helicopter contacts the water to ‘Ditching’ leaflet).
stop the main rotor blades. j) If the helicopter has flotation
b) The weather over the sea can equipment, make sure you are
often be very different from the land, familiar with its operation.
e.g. sea fog. k) Minimise over-water time in
c) When flying over water, everyone single-engined helicopters.
in a single-engined helicopter should,
as a minimum, wear the lifejacket
which is legally required to be carried.
In the event of an emergency there
will be neither time nor space to put
one on.

SSL 17 7 January 2013

3.13 Night Flying 4 PRACTICE
Night flying is a combination of 4.1 Pre-Flight
visual and instrument flight, the ratio a) After removing blade tie-downs,
depending on the weather and pitot and engine covers, complete a
background lighting including thorough pre-flight inspection, paying
moonlight. You must have a Night particular attention that swashplate,
Rating and you should be in current control rods etc. are secure and in
instrument flying practice (e.g. during good condition – climbing may be
the previous 28 days). VFR visibility necessary. Don’t forget any
requirements at night are more ‘telatemps’ designed to show
restrictive than during the day. For overheating. Use the check list.
night take-offs and landings, the site b) Check the surrounding area for
and any relevant obstacles should be loose objects that could blow about in
illuminated by external means. the rotor wash and that the rotor disc
will be well clear of obstacles.
3.14 Pilot Fitness
c) Determine visually that you have
a) Don’t fly when ill or tired – it is
enough fuel of the right type, with any
better to cancel a flight than to wreck
necessary additives. Don’t let anyone
a helicopter or hurt yourself!
confuse AVGAS and AVTUR (JET
Are you fit to fly – ‘I’m Safe’ checklist: A1). Personally supervise
I Illness (any symptom). re-fuelling and be aware of the
M Medication (your family doctor danger of static electricity. If
may not know you are a pilot). necessary, use a dip-stick to check
fuel levels. Make sure the filler caps
S Stress (upset following an
are properly secured and the earthing
argument).
cable disconnected. With the fuel
A Alcohol/Drugs. selector ON, check fuel drains for
F Fatigue (good night’s sleep etc.). water and other contamination.
E Eating (to keep correct Minimise ‘Rotors Running’ refuelling,
blood-sugar level). which should only be done if
b) If you have to wear glasses for approved in the Flight Manual.
flying, make sure that the required d) Check engine and transmission
spare pair is readily accessible. oil levels and, if necessary, top them
Sunglasses and a peaked cap may up. Don’t be fooled by a ‘tide line’ on
be useful. the sight glass, this has led to failures
c) During hot weather, beware of as there was no oil in the gear box.
dehydration. Have water available; e) Check engine intake(s) for
the cabin can act like a greenhouse. foreign objects, particularly on turbine
d) Wear clothes that cover the limbs helicopters.
and give some protection in the event f) Remove all ice, snow and
of fire. Avoid synthetic material which FROST from the helicopter. Even
melts into the skin. light frost can disturb the air flow over
an aerofoil surface. (Beware of
re-freezing.) Only use authorised

SSL 17 8 January 2013

de-icing fluids on rotor blades, due to of a running helicopter; children’s
the possibility of damaging the bonding hands should be firmly held. Always
of metal fittings and composite rotors. approach from the front, wait outside
g) If you find anything which you are the rotor disc until the pilot has given
not happy about, get further advice. a ‘thumbs up’. NEVER walk uphill
h) When doing the internal checks, away from a helicopter or downhill
use the check list. Confirm visually towards a helicopter - the rotor tip
that the rotor blades move correctly in may do more than part your hair!
response to control inputs. f) Some passengers may be
i) Properly secure any baggage so affected by flicker vertigo, see AIC
that nothing can foul the controls. 75/2001 (Pink 23) ‘The Effect of
Beware of loose items, e.g. cameras Flickering Light on Passengers and
being carried by passengers. Crew’.
j) Make sure all baggage doors are 4.3 Starting Engines
properly closed and locked. a) Know where to find and how to
4.2 Passengers use the helicopter’s fire extinguisher,
as well as the location of any others
a) Removal or blanking of dual
in the vicinity.
controls will prevent passenger
interference. b) Use the check-list and closely
monitor the appropriate gauge(s).
b) The law requires that you MUST
brief passengers on the location and c) If parked on snow or ice, don’t
use of doors, emergency exits and forget the possibility of the helicopter
safety harnesses as well as yawing. Open and close the throttle
emergency procedures. Personally carefully.
check that doors and hatches are 4.4 Take-off
secure (SafetySense Leaflet 2 ‘Care
a) Know the helicopter Marshalling
of Passengers’).
Signals, contained in CAP 637 ‘Visual
c) Centralise the controls and Aids Handbook’.
switch on the beacon/strobe. Do not
b) Make sure you know the
start the engine until all ground
maximum demonstrated sideways
personnel are well clear of the
speed for the helicopter type you are
helicopter and all passengers are
flying and factor this for your
seated inside with the doors secure.
experience and recency.
d) Do not let passengers step up
c) Ensure skids are not stuck to
into the helicopter and then wave to
the ground by mud or ice. This has
their friend, their hands may be much
caused helicopters to roll over on
too close to the rotor disc.
take-off.
e) If it is necessary for passengers
d) Take particular care if you have
to get in or out with the rotors turning,
to lift off cross-wind or down-wind,
brief someone to escort passengers
there may only be marginal control if
to and from the helicopter.
there is a crosswind of 10–12 kt from
Passengers may behave oddly and
the critical side. This can also affect
do silly things in the wind and noise
hover taxiing.
SSL 17 9 January 2013
 e) Beware of hovering close to tall The most hazardous conflicts are
buildings and hangars when there is those aircraft with the least relative
a possibility that the helicopter movement to your own. These are
downwash will not dissipate uniformly the ones that are difficult to see and
and may re-circulate through the top the ones you are more likely to hit.
of the rotor disc. This will require Beware of blind spots and move your
more power to hold hover height and head, or the helicopter, to uncover
produces a dynamic force towards these areas. Scan effectively.
the obstruction. As a rule of thumb, (SafetySense Leaflet 13 ‘Collision
re-circulation can occur when the Avoidance’.)
helicopter is hovering closer than two b) Helicopters are harder to see
thirds of the rotor diameter from an than aeroplanes so if the fixed-wing
obstruction. pilot hasn’t seen you, you had better
f) Before lifting off, always carry out keep an exemplary look out and
a clearing turn. Consider your options make sure you’ve seen him!
such that engine failure will not be a c) Remember the Rules of the Air
hazard to persons or property on the which include flying on the right-hand
ground (see paragraph 4.11 on rotor side of line features (even if your
wash). helicopter is flown from the right) and
g) Lift off slowly into a low hover give way to traffic on your right.
and check engine gauges including d) If the helicopter has strobe lights,
manifold pressure/rpm and control use them in the air. If you are in a
effectiveness. crowded circuit environment, use
h) If you take off into a strong wind landing lights as well.
and then turn down-wind with e) Keep your transponder switched
constant pitch and attitude, the speed to ALT at all times when airborne,
‘perceived’ from ground reference will with the appropriate conspicuity code
appear to increase by an amount (7000), unless instructed otherwise.
equivalent to the wind speed. If you f) Spend as little time as possible
then attempt to reduce ‘perceived’ with your head ‘in the office’.
speed by increasing the attitude, it
can lead to the use of high power, 4.6 Airspace
together with a reduced rate of climb a) Do not enter controlled airspace
and in severe cases a high sink rate. unless properly authorised. You
You are now in the classic vortex ring might have to orbit until cleared.
condition, near the trees with low IAS Keep out of Danger and other
and full power. Now get out of that! Restricted or Prohibited Areas,
(See paragraph 4.13(c).) although you may be able to transit
using a Danger Area Crossing
4.5 Look Out
Service.
a) Always keep a good look-out
b) Use the Lower Airspace Radar
(and listen-out) for other aircraft,
Service (LARS), which is available
particularly over and close to radio
from many RAF and civil
beacons, Visual Reference Points
aerodromes, particularly on
and in the vicinity of aerodromes.

SSL 17 10 January 2013

weekdays. It may prevent you from b) If you encounter deteriorating
getting a nasty fright from military or weather turn back, divert or land
other aircraft. before you are caught in cloud. A
c) A LARS or other radar-equipped 180° turn in cloud can easily become
unit may be able to provide a death spiral!
assistance in seeing and possibly c) Maintain a safe cruising altitude.
avoiding conflicting aircraft. In certain Many pilots have come to grief
cases they may also be able to help because a lowering cloud base has
you avoid other hazards such as forced them lower and lower into the
controlled airspace. In any case, a hills. You MUST avoid ‘scud running’.
Controller or Flight Information d) Unless you have an instrument
Service Officer can provide you with rating, you may not continue in a
useful information, for example flight visibility of less than 1,500
altimeter settings or weather reports metres, and are strongly advised not
(see SafetySense Leaflet 8 ‘Air to continue if flight visibility is below
Traffic Services Outside Controlled 3,000 metres. In conditions of low
Airspace’). Make sure you know visibility or lowering cloud, turn back,
which service you are receiving, but divert or make a precautionary
remember pilots are always landing while you have enough visual
responsible for their own terrain and cues to control the helicopter. Don’t
obstacle clearance. PRESS ON – LAND ON!
d) Allocation of a transponder code e) An occasional weather check
does NOT mean that you are from VOLMET is always worthwhile.
receiving a service. However, as said
f) Divert if the periodic cruise
before, ensure your transponder is
check, such as FREDAW (fuel, radio,
always switched on, with Mode C
engine, DI, altimeter, weather)
(ALT) selected if fitted.
indicates you won’t have 45 minutes’
e) If uncertain of your position near fuel reserve at destination.
controlled airspace in the UK, call the
controlling unit if you can, or go direct 4.8 Lost
to 121.5 MHz and ask for assistance a) If you are lost (or temporarily
from the Distress and Diversion Cell. unsure of your position) then tell
someone. Transmit first on your
4.7 En-route Diversion
working frequency. If you have lost
a) You must not lose sight of the contact on that frequency or they
surface unless appropriately cannot help you, then change to
qualified, in current practice, and 121.5 MHz and make your PAN or
flying a suitably equipped helicopter. MAYDAY call. If you have a
Don’t fly above clouds unless they transponder, the emergency code is
are widely scattered and you can 7700; it will instantly alert a radar
remain in sight of the surface. controller. Select Mode C, if fitted.

SSL 17 11 January 2013

b) If you are lost and any of the items 4.10 Environmental
below apply to you, call for
a) The public don’t like helicopter
assistance – ‘HELP ME’:
noise. Several aerodromes and
H - High ground/obstructions - are landing sites are under threat of
you near any? closure due to this, so it is vital to be
E - Entering controlled airspace – a good neighbour. Read the ‘Code of
are you close? conduct’ on the Civil Helicopter in the
L - Limited experience, low time or Community section in the guidelines
student pilot, let them know. on the BHA website
P - PAN call in good time – don’t www.britishhelicopterassociation.org.
leave it too late. Know the noise pattern for your
M - Met conditions – is the weather helicopter; most comes from the tail
deteriorating? rotor. Often a turn of 90° can direct
E - Endurance – fuel remaining; is the noise away from a neighbour.
it getting low? Avoid ‘blade slap’ on descent by
slowing down early with no sudden
c) As a last resort, make an early
manoeuvres.
decision to land while you have fuel
and daylight to do so. Choose a site b) Adhere to noise abatement
with care and afterwards telephone to procedures and do NOT fly over
advise that you are safe and obtain a noise-sensitive or other sensitive
weather update or further help. areas. These are detailed in the UK
AIP or other Flight Guides or may be
4.9 Control Considerations established on a local basis.
a) Fly at a safe speed in relation to
visibility. Minimise time in the
‘height-velocity avoid curve’. Above
all, maintain rotor speed; needles
should be at the top of the green
band rather than the bottom.
b) In most helicopters, particularly
two-bladed teetering rotor types and c) When en-route, fly at a height/
especially gyroplanes, you MUST power setting which will minimise
avoid any push-over manoeuvre noise nuisance, as well as complying
resulting in negative ‘g’. This can be with Rule 5, ‘Low Flying’ (see
one of the causes for the main rotor paragraph 3.5(h)).
striking the tail boom with
NEVER be tempted to ‘beat up’ the
catastrophic results.
countryside.
c) When manoeuvring at high
d) Select sites for practice auto
speed, or in turbulence, it is possible
rotations very carefully – HASELL
for some helicopters to experience
includes ‘LOCATION’.
undemanded pitch up and roll inputs,
and even apparent control
restrictions. Recover by reducing
speed and pitch (AIC Pink 043/2009).

SSL 17 12 January 2013

SSL 17 13 January 2013
4.11 Wake Turbulence and Rotor b) Check that the change from QNH
Wash to QFE reduces the altimeter reading
a) Don’t operate in conditions worse by the landing site elevation. If
than those stated in the Pilot’s landing using QNH, don’t forget to
Operating Handbook/Flight Manual. add the site elevation to your planned
Remember, these were obtained by a circuit height.
test pilot! If in doubt – re-plan. c) Use the appropriate joining
b) Stay well clear of the ‘blast’ end procedures at your destination
of powerful aircraft. aerodrome. Check circuit height and
c) Always be mindful of the effect look out for other aviation activity,
your own rotor wash can have on e.g. gliding, parachuting.
others. It may cause problems for d) Check the windsock or nearby
lighter aircraft in flight, or damage to smoke to ensure you land into wind.
parked aeroplanes and other surface Be very sure of the wind direction and
objects. If hovering, your rotor strength before committing yourself to
turbulence can affect others out to a an approach direction.
distance of three times your rotor e) Make radio calls in the circuit at
diameter. Objects may even be the proper places and listen and look
re-circulated into your own airflow. for other traffic. Remember
d) Beware of wake turbulence pre-landing checks – easily forgotten
behind heavier aircraft on take-off, if you make a straight-in approach.
during the approach or on landing. f) If you have to fly a fixed-wing
You should remain 8 NM, or 4 circuit, maintain your speed; do not
minutes’ or more, behind large slow down or hover thus creating a
aircraft. (SafetySense Leaflet 15 collision hazard from following traffic.
‘Wake Vortex’ provides further g) Be aware of optical illusions at
guidance.) Hover-taxiing helicopters unfamiliar landing sites, e.g. those
generate very powerful vortices. If with sloping terrain.
your wash might affect others, land! h) Take care at aerodromes where
e) Note that wake turbulence lingers identification of the runways can be
when wind conditions are very confused, e.g. 02 and 20. Make sure
light. These very powerful vortices you know whether the circuit is
are invisible. Heed Air Traffic left-hand or right-hand, as this will
warnings and consider others. determine the dead side. If in doubt –
ASK.
4.12 Circuit Procedures
i) In most piston-engined
a) When joining or re-joining make
helicopters, apply carb heat well
your radio call early and keep radio
BEFORE reducing power. You may
transmissions to the point – ‘cut the
decide to return to cold at 200 ft plus
chat’. If non-radio (or your radio has
above ground.
failed), know the procedures.
j) Reduce rate of descent before
reducing airspeed.

SSL 17 14 January 2013

4.13 Landing USEFUL ADDRESSES
a) Don’t land in tall dry grass - the • Flight Operations Inspectorate
hot exhaust could start a fire. (GA),
b) A good landing is a result of a Aviation House 1W
good approach. If your approach is Gatwick Airport
bad, make an early decision and go West Sussex
around. RH6 0YR
c) Avoid conditions likely to result in Tel: 01293 573525
Vortex Ring: Fax: 01293 573973
• Power On. • GA Safety Promotion (FOI[GA])
• Low IAS (below 35 kt). Tel: 01293 573225
• High rate of descent (over 300 ft • Safety Data Department
per minute). (Aviation House 2W, address above)
See AIC P 020/2010 ‘Vortex Ring’. Tel: 01293 573220/1
d) The unplanned down-wind Fax: 01293 573972
approach is particularly hazardous. It
can lead to over-pitching, and loss of • Air Accidents Investigation Branch
rotor rpm and lift, resulting in a hard Berkshire Copse Road
contact with the ground. (Correlators Aldershot
are less effective at high power Hants
settings, so maintain rotor rpm by GU11 2HH
leading with the throttle before Tel: 01252 512299
applying pitch.) Fax: 01252 376999
e) If there is a white H marking, you • British Helicopter Association
must use that area. Graham Suite
f) Do not hover or hover-taxi close West Entrance
to landing aeroplanes. If you have to Fairoaks Airport
hold position close to a runway, land. Chobham
g) Have passengers escorted Woking
to/from the helicopter, or else make GU24 8HX
them wait until the rotors have Tel: 01276 856100
stopped. They must be made aware Fax: 01276 856126
of the dangers from the main and tail www.britishhelicopterassociation.org
rotor (see paragraph 4.2(e)).
h) Remember, the flight isn’t over
until the engines are shut down, all A helicopter has the unique
checks have been completed and the ability to land almost anywhere.
rotors have stopped. Consider tying If, despite our advice, you find
rotors down. yourself in a weather, fuel,
navigation or other difficulty –
i) ‘Book in’ and close any Flight simply LAND and sort out the
Plan; if necessary phone the local Air
situation.
Traffic Service Unit. See SafetySense
Leaflet 20 ‘VFR Flight Plans’.
SSL 17 15 January 2013
5 MAIN POINTS
• If the engine fails in a single-engined helicopter, you must have a reflex
response to lower the collective IMMEDIATELY.
• Keep current. Regular simulated engine-off landing practice with an instructor
is recommended.
• Know the helicopter thoroughly.
• Always get an aviation weather forecast, and update it through the day.
• Prepare a thorough Route Plan using latest charts and check on NOTAMs,
Temporary Nav warnings etc.
• Keep time over water to a minimum in a single-engined helicopter and wear a
lifejacket (and a survival suit), and carry a life-raft.
• Pre-flight thoroughly with special emphasis on fuel, engine and transmission
oil contents, and flying controls.
• Brief passengers/ground staff about getting in and out of helicopters. Either
have passengers escorted or shut down the engine(s).
• Don’t over-load the helicopter.
• In a single-engined helicopter, bear in mind the possibility and consequences
of engine failure.
• Minimise time in the ‘avoid curve’.
• Maintain a good look-out, scan effectively.
• Make regular cruise checks of OAT or carb air temperature, and when
necessary use carb heat.
• Keep out of controlled airspace unless you have clearance.
• Request help early (or land) if lost or have other problems, e.g. fuel shortage.
• Return or land early if the weather deteriorates. Maintain a safe altitude.
• Maintain rotor rpm.
• Avoid retreating blade stall in turbulent conditions or near VNE – SLOW
DOWN.
• Push-over negative ‘g’ manoeuvres can be catastrophic, particularly in
gyroplanes.
• Consider the effects of your rotor wash on others.
• Remain at the controls until the rotors have stopped turning.
• Don’t do anything stupid – become an old pilot, NOT a bold pilot.

SSL 17 16 January 2013