FH.XI.K.K2

From the FAA library

• Helicopter Flying Handbookp. 11-16
  Chapter 11: Helicopter Emergencies and Hazards › System Malfunctions › Antitorque System Failure

  following the manufacturer’s recommendations regarding operating limits and procedures and periodic maintenance and inspections, many system and equipment failures can be eliminated. Certain malfunctions or failures can be traced to some error on the part of the pilot; therefore ... appropriate flying techniques and use of threat and error management may help to prevent an emergency Antitorque System Failure Antitorque failure usually falls into one of two categories. One is failure of the power drive portion of the tail rotor…

• Aviation Instructor's Handbookp. 10-9
  Chapter 10: Teaching Practical Risk Management during Flight Instruction › Notes on Instructional Risk Management in the Flight Deck › Managing Risk while Teaching Landings

  control or aircraft in the pattern. To avoid this, the instructor should only use concise prompting on approach to landings with the learner. Certain landings present unique risks. The instructor teaches the appropriate pre-landing reconnaissance for unfamiliar landing areas ... uncontrolled fields. During landings in strong winds, the instructor should have the skill sufficient to deal with the wind conditions. During a short-field or confined area landing, certain aircraft may fly at a slower approach speed. The instructor should…

• Helicopter Flying Handbookp. 10-7
  Chapter 10: Advanced Flight Maneuvers › Shallow Approach and Running/Roll-On Landing › Common Errors

  nose-high attitude to slow the helicopter near the surface. 2. Utilizing insufficient collective and throttle to cushion a landing. 3. Failure to maintain heading resulting in a turning or pivoting motion. 4. Failure to add proper antitorque pedal ... collective is added to cushion landing, resulting in a touchdown while the helicopter is moving sideward. 5. Failure to maintain a speed that takes advantage of effective translational lift. 6. Touching down at an excessive groundspeed for the existing conditions…

• Helicopter Flying Handbookp. 11-17
  Chapter 11: Helicopter Emergencies and Hazards › System Malfunctions › Landing—Stuck Left Pedal

  ensures that the nose remains to the right. Upon reaching the intended touchdown area and at the appropriate landing gear height, increase the collective smoothly to align the nose with the landing direction and cushion the landing. A small amount ... nose from continuing to the right and directs the aircraft forward and down to the surface. In certain wind conditions, the nose of the helicopter may remain to the left with zero to near zero groundspeed above the intended touchdown…

• Aeronautical Information Manualp. 6-4-1
  Chapter 6. Emergency Procedures › Section 4. Two-way Radio Communications Failure › 6-4-1. Two-way Radio Communications Failure

  conditions. If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot must continue the flight under VFR and land as soon as practicable. NOTE-This procedure also applies when two-way radio ... failure occurs while operating in Class A airspace. The primary objective of this provision in 14 CFR section 91.185 is to preclude extended IFR operation by these aircraft within the ATC system. Pilots should recognize that operation under these conditions…