emergency landing sites. Then perform the emergency checklist memory items, followed by items written in the rotorcraft flight manual (RFM). When all these items are under control, notify air traffic control (ATC). Declare any emergency on the last assigned ATC frequency. If one was not issued, transmit on the emergency frequency 121.5. Set the transponder to the emergency squawk code 7700. This code triggers an alarm or special indicator in radar facilities. 

When experiencing most in-flight emergencies, such as low fuel or complete electrical failure, land as soon as possible. In the event of an electrical fire, turn off all nonessential equipment and land immediately. Some essential electrical instruments, such as the attitude indicator, may be required for a safe landing. A navigation radio failure may not require an immediate landing if the flight can continue safely. In this case, land as soon as practical. ATC may be able to provide vectors to a safe landing area. For specific details on what to do during an emergency, refer to the RFM for the helicopter. 

## Autorotations 

Both straight-ahead and turning autorotations should be practiced by reference to instruments. This training ensures prompt corrective action to maintain positive aircraft control in the event of an engine failure. 

To enter autorotation, reduce collective pitch smoothly to maintain a safe rotor RPM and apply pedal trim to keep the ball of the turn-and-slip indicator centered. The pitch attitude of the helicopter should be approximately level as shown by the attitude indicator. The airspeed indicator is the primary pitch instrument and should be adjusted to the recommended autorotation speed. The heading indicator is primary for bank in a straight-ahead autorotation. In a turning autorotation, a standard rate turn should be maintained by reference to the needle of the turn-and-slip indicator. 

## Common Errors During Autorotations 

1. Uncoordinated entry due to improper pedal trim 

2. Poor airspeed control due to improper pitch attitude 

3. Poor heading control in straight-ahead autorotations 

4. Failure to maintain proper rotor RPM 

5. Failure to maintain a standard rate turn during turning autorotations 

## Servo Failure 

Most helicopters certified for single-pilot IFR flight are required to have autopilots, which greatly reduces pilot workload. If an autopilot servo fails, however, resume manual control of the helicopter. The amount of workload increase depends on which 

servo fails. If a cyclic servo fails, a pilot may want to land immediately because the workload increases tremendously. If an antitorque or collective servo fails, continuing to the next suitable landing site might be possible. 

## Instrument Takeoff 

The procedures and techniques described here should be modified as necessary to conform to those set forth in the operating instructions for the particular helicopter being flown. During training, instrument takeoffs should not be attempted except when receiving instruction from an appropriately certificated, proficient flight instructor pilot. 

Adjust the miniature aircraft in the attitude indicator, as appropriate, for the aircraft being flown. After the helicopter is aligned with the runway or takeoff pad, to prevent forward movement of a helicopter equipped with a wheel-type landing gear, set the parking brakes or apply the toe brakes. If the parking brake is used, it must be unlocked after the takeoff has been completed. Apply sufficient friction to the collective pitch control to minimize overcontrolling and to prevent creeping. Excessive friction should be avoided since it limits collective pitch movement. 

After checking all instruments for proper indications, start the takeoff by applying collective pitch and a predetermined power setting. Add power smoothly and steadily to gain airspeed and altitude simultaneously and to prevent settling to the ground. As power is applied and the helicopter becomes airborne, use the antitorque pedals initially to maintain the desired heading. At the same time, apply forward cyclic to begin accelerating to climbing airspeed. During the initial acceleration, the pitch attitude of the helicopter, as read on the attitude indicator, should be one- to two-bar widths low. The primary and supporting instruments after becoming airborne are illustrated in Figure 8-16 . As the airspeed increases to the appropriate climb airspeed, adjust pitch gradually to climb attitude. As climb airspeed is reached, reduce power to the climb power setting and transition to a fully coordinated straight climb. 

During the initial climb out, minor heading corrections should be made with pedals only until sufficient airspeed is attained to transition to fully coordinated flight. Throughout the instrument takeoff, instrument cross-check and interpretations must be rapid and accurate and aircraft control positive and smooth. 

