Safety Notices

Question 1

Safety Notice SN-1

Answer 1

INADVERTENT ACTUATION OF MIXTURE CONTROL IN FLIGHT

Always use the small plastic guard which is placed on the mixture control prior to starting the engine and is not removed until the end of the flight when the idle cutoff is pulled.

Replace the guard on the mixture control so it will be in place for the next flight.

If the mixture control is inadvertently pulled, lower the collective and enter autorotation. If there is sufficient altitude, push the mixture control in and restart the engine using the left hand. DO NOT disengage the clutch.

Question 2

Safety Notice SN-9

Answer 2

MANY ACCIDENTS INVOLVE DYNAMIC ROLLOVER

A dynamic rollover can occur whenever the landing gear contacts a fixed object, forcing the aircraft to pivot about the object instead of about its own center of gravity

Quickly applying down collective is the most effective way to stop a dynamic rollover.

Question 3

Safety Notice SN-10

Answer 3

FATAL ACCIDENTS CAUSED BY LOW RPM ROTOR STALL

To avoid this, every pilot must have his reflexes conditioned so he will instantly add throttle and lower collective to maintain RPM in any emergency.

No matter what causes the low rotor RPM, the pilot must first roll on throttle and lower the collective simultaneously to recover RPM before investigating the problem. It must be a conditioned reflex. In forward flight, applying aft cyclic to bleed off airspeed will also help recover lost RPM.

Question 4

Safety Notice SN-11

Answer 4

LOW-G PUSHOVERS – EXTREMELY DANGEROUS

Pushing the cyclic forward following a pull-up or rapid climb, or even from level flight, produces a low-G (weightless) flight condition.

With no lift from the rotor, there is no lateral control to stop the rapid right roll and mast bumping can occur.

The rotor must be reloaded before lateral cyclic can stop the right roll.

To reload the rotor, apply an immediate gentle aft cyclic, but avoid any large aft cyclic inputs. (The low-G which occurs during a rapid autorotation entry is not a problem because lowering collective reduces both rotor lift and rotor torque at the same time.)

Question 5

Safety Notice SN-13

Answer 5

DO NOT ATTACH ITEMS TO THE SKIDS

Do not attempt to carry any external load or object attached to the landing gear

Question 6

Safety Notice SN-15

Answer 6

FUEL EXHAUSTION CAN BE FATAL

1) Never rely solely on the fuel gage or the low fuel warning light

2) During your preflight heck the fuel level in the tanks visually; be sure the fuel caps are tight.

3) Before takeoff ensure that the fuel valve is full on; plan your next fuel stop so you will have at least 20 minutes of fuel remaining

4) In flight continually check both hourmeter and fuel gages. If either indicates low fuel, LAND.

Always land to refuel before the main tank fuel gage reads less than 1/4 full.

NEVER allow the fuel quantity to become so low in flight that the low fuel warning light comes on

Question 7

Safety Notice SN-16

Answer 7

POWER LINES ARE DEADLY

Watch for the towers; you will not see the wires in time.

• Fly directly over the towers when crossing power lines.

• Constantly scan the higher terrain on either side of your flight path for towers.

• Always maintain at least 500 feet AGL except during take- off and landing.

Question 8

Safety Notice SN-17

Answer 8

NEVER EXIT HELICOPTER WITH ENGINE RUNNING

HOLD CONTROLS WHEN BOARDING

NEVER LAND IN TALL DRY GRASS

Question 9

Safety Notice SN-18

Answer 9

LOSS OF VISIBILITY CAN BE FATAL

Flying a helicopter in obscured visibility due to fog, snow, low ceiling, or even a dark night can be fatal.

OVERCONFIDENCE PREVAILS IN ACCIDENTS

Helicopters are also probably the least forgiving aircraft. They must always be flown defensively. The pilot should allow himself a greater safety margin than he thinks will be necessary,

Question 10

Safety Notice SN-19

Answer 10

FLYING LOW OVER WATER IS VERY HAZARDOUS

Many pilots do not realize their loss of depth perception when flying over water. Flying over calm glassy water is particularly dangerous.

MAINTAIN 500 FEET AGL WHENEVER POSSIBLE AND AVOID MANEUVERS OVER WATER BELOW 200 FEET AGL.

Question 11

Safety Notice SN-20

Answer 11

BEWARE OF DEMONSTRATION OR INITIAL TRAINING FLIGHTS

A disproportionate number of fatal and non-fatal accidents occur during demonstration or initial training flights.

Before allowing someone to touch the controls of the aircraft, they must be thoroughly indoctrinated concerning the extreme sensitivity of the controls in a light helicopter.

They must be firmly instructed to never make a large or sudden movement with the controls. And, the pilot-in-command must be prepared to instantly grip the controls should the student start to make a wrong move.

Question 12

Safety Notice SN-22

Answer 12

VORTEX RING STATE CATCHES MANY PILOTS BY SURPRISE

A vertical or steep approach, particularly downwind, can cause the rotor to fly into its own downwash

Once vortex ring state exists, adding power (raising collective) can unexpectedly increase descent rate due to the increase in downwash recirculating through the rotor.

To avoid vortex ring state, reduce rate of descent before reducing airspeed.

A good rule to follow is never allow your airspeed to be less than 30 knots until your rate-of-descent is less than 300 feet per minute.

Signs that vortex ring state is developing include increased vibration levels, decreased control authority (“mushy controls”), and a rapid increase in sink rate.

Question 13

Safety Notice SN-23

Answer 13

WALKING INTO TAIL ROTOR CAN BE FATAL
Non-pilot passengers have been killed by inadvertently walking into a rotating tail rotor.

1) Never allow anyone to approach the helicopter unless they are escorted or have been properly instructed. If necessary, shut down and stop rotors before boarding passengers.

2) Always have strobe light flashing when rotors are turning.

3) Instruct passengers to establish and maintain eye contact with pilot when approaching helicopter. (This will force them to approach only from the nose or side, never the tail).

4) Instruct passengers to leave the helicopter in full view of the pilot and walk only around the nose, never the tail.

Question 14

Safety Notice SN-24

Answer 14

LOW RPM ROTOR STALL CAN BE FATAL

Rotor stall can occur at any airspeed and when it does, the rotor stops producing the lift required to support the helicopter and the aircraft literally falls out of the sky.

As the RPM of the rotor gets lower, the angle-of-attack of the rotor blades must be higher to generate the lift required to support the weight of the helicopter.

The increased drag on the blades acts like a huge rotor brake causing the rotor RPM to rapidly decrease, further increasing the rotor stall.

Blow-back and boom chop

Question 15

Safety Notice SN-25

Answer 15

CARBURETOR ICE

Pressure drops and fuel evaporation inside the carburetor cause significant cooling. Therefore, carburetor ice can occur at OATs as high as 30°C (86°F).

When in doubt, assume conditions are conducive to carburetor ice and apply carb heat as required.

Carburetor heat reduces engine power output for a given manifold pressure. Approximately 1.5 in. Hg additional MAP is required to generate maximum continuous power (MCP) or takeoff power (TOP) with full heat applied.

Full carburetor heat reduces hover ceilings by up to 2,400 feet.

Question 16

Safety Notice SN-26

Answer 16

NIGHT FLIGHT PLUS BAD WEATHER CAN BE DEADLY

Be sure you NEVER fly at night unless you have clear weather with unlimited or very high ceilings and plenty of celestial or ground lights for reference.

NAILCG
+ FLAPS

Question 17

Safety Notice SN-27

Answer 17

SURPRISE THROTTLE CHOPS CAN BE DEADLY

Tell student you are going to initiate a simulated power failure a few minutes before, and when you roll off the throttle, loudly announce “power failure”.

And always assume that you will be required to complete the autorotation entry yourself. Never wait to see what the student does.

Also, never practice simulated power failures until the engine is thoroughly warmed up. Wait until you have been flying for at least 15 to 20 minutes.

Question 18

Safety Notice SN-28

Answer 18

LISTEN FOR IMPENDING BEARING FAILURE

To detect pending failure of a drive system bearing, the pilot should uncover one ear and listen to the sound of the drive system during start-up and shutdown.

Do not rely on Telatemps to indicate impending bearing failure.

CLUTCH LIGHT WARNING

If the clutch light flickers or does not go out within 10 seconds, it can indicate a belt or bearing failure.

If abnormal clutch light indication occurs, pull clutch circuit breaker and reduce power. Select a safe landing site and make a precautionary landing to check drive system.

If additional symptoms of drive system failure (smell of hot rubber, noise, or vibration) are present, land immediately.

If tachometer needle split occurs, enter autorotation.

Question 19

Safety Notice SN-29

Answer 19

AIRPLANE PILOTS HIGH RISK WHEN FLYING HELICOPTERS

The ingrained reactions of an experienced airplane pilot can be deadly when flying a helicopter.

When required to react suddenly under unexpected circumstances, he may revert to his airplane reactions and commit a fatal error. Under those conditions, his hands and feet move purely by reaction without conscious thought.

Question 20

Safety Notice SN-30

Answer 20

LOOSE OBJECTS CAN BE FATAL

Before each flight perform the following:

1) Walk completely around the aircraft checking fuel cap security and tail rotor condition. Ensure no loose objects or debris in helicopter vicinity. Verify cotter rings or pins are installed in all door hinge pins.

2) Stow or secure all loose objects in the cabin. Even with doors on, items such as charts can be sucked out of a vent door.

3) Instruct passengers regarding the dangers of objects striking the tail rotor. Warn them never to throw anything from the helicopter or place items near vent doors where they could get sucked out.

4) Firmly latch all doors.

5) Never fly with a left door removed. (Remove only the right door for ventilation.)

Question 21

Safety Notice SN-31

Answer 21

GOVERNOR CAN MASK CARB ICE

When in doubt, apply carb heat as required to keep CAT out of yellow arc during hover, climb, or cruise, and apply full carb heat when manifold pressure is below 18 inches.

Question 22

Safety Notice SN-32

Answer 22

HIGH WINDS OR TURBULENCE

1. Reduce power and use a slower than normal cruise speed. Mast bumping is less likely at lower airspeeds.
2. For significant turbulence, reduce airspeed to 60–70 knots.
3. Tighten seat belt and rest right forearm on right leg to minimize unintentional control inputs. Some pilots may choose to apply a small amount of cyclic friction to further minimize unintentional inputs.
4. Do not overcontrol. Allow aircraft to go with the turbulence, then restore level flight with smooth, gentle control inputs. Momentary airspeed, heading, altitude, and RPM excursions are to be expected.
5. Avoid flying on the downwind side of hills, ridges, or tall buildings where turbulence will likely be most severe.

Question 23

Safety Notice SN-33

Answer 23

DRIVE BELT SLACK

Drive belts must have the proper slack prior to engine start. Belts which are too loose may jump out of their sheave grooves during engine start while clutch is engaging.

1. During preflight, with clutch disengaged, press in on belts with fingers just above fan scroll. Verify belts deflect approximately 11⁄2 inches (4 cm). If belts are significantly looser than this, have actuator adjusted prior to engine start.
2. After engine start, engage clutch and verify rotor turns within 5 seconds. If rotor does not turn within 5 seconds, shut down and have actuator adjusted prior to flight.

Question 24

Safety Notice SN-34

Answer 24

AERIAL SURVEY AND PHOTO FLIGHTS – VERY HIGH RISK

Aerial survey and photo flights should only be conducted by well trained, experienced pilots who:

1) Have at least 500 hours pilot-in-command in helicopters and over 100 hours in the model flown;

2) Have extensive training in both low RPM and settling-with- power recovery techniques;

3) Are willing to say no to the observer or photographer and only fly the aircraft at speeds, altitudes, and wind angles that are safe and allow good escape routes.

Question 25

Safety Notice SN-35

Answer 25

FLYING NEAR BROADCAST TOWERS

High-power radio broadcast towers (typically 50 kW or greater) may generate Electromagnetic Interference (EMI) with helicopter electrical systems and electronic equipment.

To minimize the probability of encountering EMI, do not fly within 1⁄2 mile of high-power broadcast towers.

Radio squelch
Erroneous illumination of lights
Unexpected governor control (increase/decrease)

Question 26

Safety Notice SN-36

Answer 26

OVERSPEEDS DURING LIFTOFF

To avoid overspeeds during liftoff:

1. Always confirm governor on before increasing RPM above 80%.
2. Verify governor stabilizes engine RPM near top of green arc.
3. Maintain relaxed grip on throttle allowing governor to control RPM.

Question 27

Safety Notice SN-37

Answer 27

EXCEEDING APPROVED LIMITATIONS CAN BE FATAL

1) Always operate the aircraft well below its approved Vne (never exceed speed), especially in turbulent wind conditions.

2) Do not operate the engine above its placarded manifold pressure limits.

3) Do not load the aircraft above its approved gross weight limit.

4) The most damaging conditions occur when flying or maneuvering at high airspeeds combined with high power settings.

Question 28

Safety Notice SN-38

Answer 28

PRACTICE AUTOROTATIONS CAUSE MANY TRAINING ACCIDENTS

Instructors should always perform the following “100 Foot Decision Check”:

1) Rotor RPM approximately 100%

2) Stabilized airspeed between 60 and 70 KIAS

3) Stabilized rate of descent, usually less than 1500 ft/min.

4) Turns (if any) completed

Prior to descending below 100 feet AGL, the instructor must make the decision to take the flight controls and make an immediate power recovery if any of the above parameters is not correct.

Do not attempt to salvage the situation by coaching the student or trying to correct below 100 feet AGL. At density altitudes above 4000 feet, increase the decision check to 200 feet AGL or higher.

A high percentage of training accidents occur after many consecutive autorotations. To maintain instructor focus and minimize student fatigue, limit practice to no more than 3 or 4 consecutive autorotations.

Question 29

Safety Notice SN-39

Answer 29

UNUSUAL VIBRATION CAN INDICATE A MAIN ROTOR BLADE CRACK

If main rotor vibration rapidly increases or becomes severe during flight, make an immediate safe landing. Do not attempt to continue flight to a convenient destination.

Question 30

Safety Notice SN-40

Answer 30

POST-CRASH FIRES

Pilots should consider the benefits of fire-retardant clothing and brief or equip all occupants accordingly.

Question 31

Safety Notice SN-41

Answer 31

PILOT DISTRACTIONS

Distractions in the cabin have caused pilots to lose control of the helicopter. Reading charts, programming avionics, or attending to passengers are some common distractions.

Question 32

Safety Notice SN-42

Answer 32

UNANTICIPATED YAW

Tail rotors on Robinson helicopters are designed to have more authority than many other helicopters and are unlikely to experience LTE.

To avoid unanticipated yaw, pilots should be aware of conditions (a left crosswind, for example) that may require large or rapid pedal inputs.

Question 33

Safety Notice SN-43

Answer 33

USE EXTRA CAUTION DURING POST-MAINTENANCE FLIGHTS

A number of fatal accidents have occurred during flights immediately following maintenance. In several cases, the cause was incorrect or incomplete reassembly of the helicopter, and the error would have been detectable during a careful preflight inspection.

Question 34

Safety Notice SN-44

Answer 34

CARRYING PASSENGERS

Always conduct a passenger safety briefing before allowing a passenger on board.

S
A
F
E
T
T
Y

Newly-Rated Pilots

• Should not carry passengers until accumulating 100 total hours helicopter experience including 20 hours pilot in command in type after receiving their helicopter rating.