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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. 

## Common Errors During Airspeed Changes 

1. Improper use of power 

2. Overcontrolling pitch attitude 

3. Failure to maintain heading 

4. Failure to maintain altitude 

5. Improper pedal trim 

## Straight Climbs (Constan t Airspeed and Constant Rate) 

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. 

## Entry 

To enter a constant airspeed climb fr om cruise airspeed when the climb speed is lower than cruise speed, simultaneously 

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 . 

