suitable landing area can be accomplished by maintaining
or increasing airspeed. The degree of side-slip and the
amount of roll may be varied by changing airspeed and by
varying collective pitch. Neither, however, can be com-
9.9.3 Loss of Tail Rotor Thrust in Cruise Flight.
If the airspeed is allowed to approach ef-
fective translational lift, the sideslip
angle may become quite severe and heli-
copter control may be lost.
a. Continued Flight Possible.
At cruise airspeeds,
it may be possible that level flight at some stabilized yaw
angle can be maintained. The degree of sideslip will de-
pend on the airspeed and power required to maintain
flight. Some left cyclic should be used to stop the slow
right turn induced by loss of thrust. Care should be taken
to avoid slowing the helicopter. The airspeed indicator
may not provide useful information once the sideslip is es-
tablished, but true airspeed, yaw angle, engine torque,
and rate of climb or descent should provide the cues nec-
essary to maintain flight. If yaw angle becomes excessive,
reduce power and lower the nose to regain adequate air-
speed. A minimum of 80 knots during a shallow approach
to a roll-on landing should be maintained until approxi-
mately 10 to 20 feet above the touchdown point. Begin a
gradual deceleration to arrive at approximately 5 to 10
feet above touchdown as the yaw angle begins to in-
crease (to the right). At this point, retard the PWR levers
as necessary to align the helicopter fuselage with the
landing direction. Care should be taken to use minimum
collective pitch to cushion the landing during touchdown.
After touchdown, the wheel brakes should be used to
maintain heading and the collective should be lowered to
1. Airspeed 80 KTAS minimum (until 10 to 20 feet
2. Wing Stores Jettison As appropriate
3. PWR levers Reduce as necessary (5 to 10 feet
b. Continued Flight Not Possible.
flight at an airspeed sufficient to maintain helicopter con-
trol is not possible, enter autorotation and CHOP collar
CHOP. In autorotation, the sideslip and roll angles may be
significantly reduced by maintaining a sufficiently high air-
speed to allow the fuselage to streamline. A roll-on land-
ing during touchdown will minimize the required pitch ap-
plication and should be used if terrain permits.
Before touchdown, time permitting, the engine PWR lev-
ers should be retarded to OFF.
2. CHOP collar CHOP.
3. WING STORES JETTISON As appropriate
4. PWR levers OFF (prior to touchdown).
9.9.4 Loss of Tail Rotor Thrust At Low Airspeed/Hov-
Continuous right rotation during de-
scent and touchdown can be expected.
Loss of tail rotor thrust at low speed may result in extreme
yaw angles and uncontrolled rotation to the right. Immedi-
ate collective pitch reduction should be initiated to reduce
the yaw and begin a controlled rate of descent. If the heli-
copter is high enough above the ground, an attempt
should be made to increase airspeed to streamline the he-
licopter. This may permit continued flight with a stabilized
and manageable yaw angle. If this increase in airspeed
does reduce yaw angle, proceed as outlined in LOSS of
TAIL ROTOR THRUST in CRUISE FLIGHT (Continued
Flight Possible) paragraph 9.9.3. If the aircraft cannot be
accelerated into forward flight, initiate a power-on de-
scent. Collective should be adjusted so that an acceptable
compromise between rate of turn and rate of descent is
maintained. At approximately 5 to 10 feet above touch-
down, perform a hovering autorotation by CHOP collar
CHOP or PWR levers OFF.
1. Collective Reduce.
2. PWR levers or chop collar OFF or CHOP (5 to
10 feet above touchdown).