The pilot should always remember that the total lift and thrust vectoring is controlled by the cyclic. If a certain airspeed is desired, it will require a certain amount of cyclic and collective movement for level flight. If the cyclic is moved, the thrust-versus-lift ratio is changed. Aft cyclic directs more power to lift, and altitude increases. Forward cyclic directs more power to thrust, and airspeed increases. If the collective is not changed and there is a change only in cyclic, the total thrust to lift ratio does not change: aft cyclic results in a climb, and forward cyclic results in a descent with the corresponding airspeed changes. 

To level off from the descent, lead the desired altitude by approximately 10 percent of the rate of descent. For example, a 500-fpm rate of descent would require a 50-foot lead. At this point, increase the collective to obtain cruising power, adjust the throttle to maintain rpm, and increase left antitorque pedal pressure to maintain heading (right pedal pressure in a clockwise rotor system). Adjust the cyclic to obtain cruising airspeed and a level flight attitude as the desired altitude is reached. 

## Common Errors 

1. Failure to maintain constant angle of decent during training. 

2. Failure to level-off the aircraft sufficiently, which results in recovery below the desired altitude. 

3. Failure to adjust antitorque pedal pressures for changes in power. 

## Vertical Takeoff to a Hover 

A vertical takeoff to a hover involves flying the helicopter from the ground vertically to a skid height of two to three feet, while maintaining a constant heading. Once the desired skid height is achieved, the helicopter should remain nearly motionless over a reference point at a constant altitude and on a constant heading. The maneuver requires a high degree of concentration and coordination. 

## Technique 

The pilot on the controls needs to clear the area left, right, and above to perform a vertical takeoff to a hover. The pilot should remain focused outside the aircraft and obtain clearance to take off from the controlling tower. If necessary, the pilot who is not on the controls assists in clearing the aircraft and provides adequate warning of any obstacles and any unannounced or unusual drift/altitude changes. 

Heading control, direction of turn, and rate of turn at hover are all controlled by using the pedals. Hover height, rate of ascent, and the rate of descent are controlled by using the 

collective. Helicopter position and the direction of travel are controlled by the cyclic. 

After receiving the proper clearance and ensuring that the area is clear of obstacles and traffic, begin the maneuver with the collective in the down position and the cyclic in a neutral position, or slightly into the wind. Very slowly increase the collective until the helicopter becomes light on the skids or wheels. As collective and torque increases, antitorque must be adjusted as well. Therefore, as the aircraft begins to get light on the landing gear, apply appropriate antitorque pedal to maintain aircraft heading. Continue to apply pedals as necessary to maintain heading and coordinate the cyclic for a vertical ascent. As the helicopter slowly leaves the ground, check for proper attitude control response and helicopter center of gravity. A slow ascent will allow stopping if responses are outside the normal parameters indicating hung or entangled landing gear, center of gravity problems, or control issues. If a roll or tilt begin, decrease the collective and determine the cause of the roll or tilt. Upon reaching the desired hover altitude, adjust the flight controls as necessary to maintain position over the intended hover area. Student pilots should be reminded that while at a hover, the helicopter is rarely ever level. Helicopters usually hover left side low due to the tail rotor thrust being counteracted by the main rotor tilt. A nose low or high condition is generally caused by loading. Once stabilized, check the engine instruments and note the power required to hover. 

Excessive movement of any flight control requires a change in the other flight controls. For example, if the helicopter drifts to one side while hovering, the pilot naturally moves the cyclic in the opposite direction. When this is done, part of the vertical thrust is diverted, resulting in a loss of altitude. To maintain altitude, increase the collective. This increases drag on the blades and tends to slow them down. To counteract the drag and maintain rpm, increase the throttle. Increased throttle means increased torque, so the pilot must add more pedal pressure to maintain the heading. This can easily lead to overcontrolling the helicopter. However, as level of proficiency increases, problems associated with overcontrolling decrease. Helicopter controls are usually more driven by pressure than by gross control movements. 

## Common Errors 

1. Failing to ascend vertically as the helicopter becomes airborne. 

2. Pulling excessive collective to become airborne, causing the helicopter to gain too much altitude. 

3. Overcontrolling the antitorque pedals, which not only changes the heading of the helicopter, but also changes the rpm. 

