the green range. In the execution of the flare, care must be taken that the cyclic be moved rearward neither so abruptly that it causes the helicopter to climb, nor so slowly that it fails to arrest the descent, which may allow the helicopter to settle so rapidly that the tail rotor strikes the ground. In most helicopters, the proper flare attitude is that resulting in a groundspeed of a slow run. When forward motion decreases to the desired groundspeed—usually the lowest possible speed (position 4)—move the cyclic forward to place the helicopter in the proper attitude for landing. 

This action gives the student an idea of airframe attitude to avoid, because a pilot should never allow ground contact unless the helicopter is more nose-low than that attitude. Limiting the flare to that attitude may result in slightly faster touchdown speeds but will eliminate the possibility of tail rotor impact on level surfaces. 

The landing gear height at this time should be approximately 3–15 feet AGL, depending on the altitude recommended by the manufacturer. As the apparent groundspeed and altitude decrease, the helicopter must be returned to a more level attitude for touchdown by applying forward cyclic. Some helicopters can be landed on the heels in a slightly nose high attitude to help decrease the forward groundspeed, whereas others must land skids or landing gear level, in order to spread the landing loads equally to all of the landing gear. Extreme caution should be used to avoid an excessive nose high and tail low attitude below 10 feet. The helicopter must be close to the landing attitude to keep the tail rotor from contacting the surface. 

At this point, if a full touchdown landing is to be performed, allow the helicopter to descend vertically (position 5). This collective application uses some of the kinetic energy in the rotor disk to help slow the descent rate of the helicopter. When the collective is raised, the opposite antitorque pedal used in powered flight will be needed due to the friction within the transmission/drive train. Touch down in a level flight attitude. 

Control response with increased pitch angles will be slightly different than normal. With a decrease in main rotor rpm, the antitorque authority is reduced (the pedals react more slowly), requiring larger control inputs to maintain heading at touchdown. 

Some helicopters, such as the Schweitzer 300, have a canted tail stabilizer. With a canted stabilizer, it is crucial that the pilot apply the appropriate pedal input at all times during the autorotation. If not the tailboom tends to swing to the right, which allows the canted stabilizer to raise the tail. This can 

result in a severe nose tuck which is quickly corrected with right pedal application. 

A power recovery can be made during training in lieu of a full touchdown landing. Refer to the section on power recovery for the correct technique. 

After the helicopter has come to a complete stop after touchdown, lower the collective pitch to the full-down position. Do not try to stop the forward ground run with aft cyclic, as the main rotor blades can strike the tail boom. By lowering the collective slightly during the ground run, an increase in weight is placed on the landing carriage, slowing the helicopter; however, this is dependent on the condition of the landing surface. 

One common error is the holding of the helicopter off the surface, versus cushioning it onto the surface during an autorotation. Holding the helicopter in the air by using all of the rotor rpm kinetic energy usually causes the helicopter to have a hard landing, which results in the blades flexing down and contacting the tail boom. The rotor rpm should be used to cushion the helicopter on to the surface for a controlled, smooth landing instead of allowing the helicopter to drop the last few inches. 

## Common Errors 

1. Not understanding the importance of an immediate entry into autorotation upon powerplant or driveline failure. 

2. Failing to use sufficient antitorque pedal when power is reduced. 

3. Lowering the nose too abruptly when power is reduced, thus placing the helicopter in a dive. 

4. Failing to maintain proper rotor rpm during the descent. 

5. Applying up-collective pitch at an excessive altitude, resulting in a hard landing, loss of heading control, and possible damage to the tail rotor and main rotor blade stops. 

6. Failing to level the helicopter or achieve the manufacturers preferred landing attitude. 

7. Failing to minimize or eliminate lateral movement during ground contact. (Similar for items 8 and 9) 

8. Failing to maintain ground track in the air and keeping the landing gear aligned with the direction of travel during touchdown and ground contact. 

9. Failing (in a practice run) to go around if not within limits and specified criteria for safe autorotation. 

