LEVELOFF
The leveloff from a constant airspeed descent may be made at descending airspeed or at cruise airspeed, if this is higher than descending airspeed. As in a climb leveloff, the amount of lead depends on the rate of descent and control technique. For a leveloff at descending airspeed, the lead should be approximately 10 percent of the vertical speed. At the lead altitude, simultaneously increase power to the setting necessary to maintain descending airspeed in level flight. At this point, the altimeter becomes primary for pitch, and the airspeed indicator becomes primary for power.
To level off at a higher airspeed than descending airspeed, increase the power approximately 100 to 150 feet prior to reaching the desired altitude. The power setting should be that which is necessary to maintain the desired airspeed in level flight. Hold the vertical speed constant until approximately 50 feet above the desired altitude. At this point, the altimeter becomes primary for pitch, and the airspeed indicator becomes primary for power. The leveloff from a constant rate descent should be accomplished in the same manner as the leveloff from a constant airspeed descent.
COMMON ERRORS DURING STRAIGHT CLIMBS AND DESCENTS
1 Failure to maintain heading.
2 Improper use of power.
3 Poor control of pitch attitude.
4 Failure to maintain proper pedal trim.
5 Failure to level off on desired altitude.
 
 

TURNS
When making turns by reference to the flight instruments, they should be made at a definite rate. Turns described in this chapter are those that do not exceed a standard rate of 3° per second as indicated on the turn-and-slip indicator. True airspeed determines the angle of bank necessary to maintain a standard rate turn. A rule of thumb to determine the approximate angle of bank required for a standard rate turn is to divide your airspeed by 10 and add one-half the result. For example, at 60 knots, approximately 9° of bank is required (60 ÷ 10 = 6 + 3 = 9); at 80 knots, approximately 12° of bank is needed for a standard rate turn.
To enter a turn, apply lateral cyclic in the direction of the desired turn. The entry should be accomplished smoothly, using the attitude indicator to establish the approximate bank angle. When the turn indicator indicates a standard rate turn, it becomes primary for bank. The attitude indicator now becomes a supporting instrument. During level turns, the altimeter is primary for pitch, and the airspeed indicator is primary for power. Primary and supporting instruments for a stabilized standard rate turn are illustrated in figure 12-20. If an increase in power is required to maintain airspeed, slight forward cyclic pressure may be required since the helicopter tends to pitch up as collective pitch angle is increased. Apply pedal trim, as required, to keep the ball centered.
 

To recover to straight-and-level flight, apply cyclic in the direction opposite the turn. The rate of roll-out should be the same as the rate used when rolling into the turn. As you initiate the turn recover, the attitude indicator becomes primary for bank. When the helicopter is approximately level, the heading indicator becomes primary for bank as in straight-and-level flight. Cross-check the airspeed indicator and ball closely to maintain the desired airspeed and pedal trim.