SECTION III. FLIGHT CHARACTERISTICS
The flight characteristics of the helicopter throughout the
flight envelope and at all gross weights are good. The
flight characteristics remain essentially the same
throughout the CG and GW range. There is no marked
degradation of flying qualities as altitude increases.
8-3-2. AFCS Off Flight Characteristics.
The AFCS is required to provide the helicopter with ade-
quate stability. Therefore, the stability of the helicopter
will be reduced when operating with AFCS off. With prac-
tice, the pilot will know in advance what to expect and
should have little trouble controlling the helicopter as
long as established limitations (refer to Chapter 5) and
certain techniques are adhered to. In general, the AFCS
off flight characteristics are enhanced by spoilers on the
forward pylon, strakes on the fuel pods and ramp, and a
blunted aft pylon. The AFCS may be turned off at any
airspeed and turned back on at or near the turn-off-air-
speed. If airspeed at turn-on is different from that at turn-
off, a low rate pitch transient accompanied by momentary
illumination of the AFCS OFF caution capsules may oc-
cur. These symptoms indicate that a DASH error signal
existed a turn-on and that the DASH actuator is running
at a reduced rate to cancel the error signal. When the
cautions are extinguished, the error signal is cancelled,
and normal DASH operation has resumed. During this
period, when the error signal is being cancelled, the re-
maining AFCS features function normally. AFCS off flight
will not be difficult when the following techniques are
a. Maintain airspeed below established limits.
b. Enter all maneuvers smoothly, keep control move-
ments coordinated and avoid overcontrol.
c. Consistently scan the turn-and-slip indicator to
maintain trim flight.
d. React positively but smoothly to divergent move-
8-3-3. Center Hook Loads.
In general, the helicopter possesses excellent flight char-
acteristics when performing an external load mission.
The combination of power available, the load carried
beneath the CG, and the design of the cargo hook sys-
tem make loads of minimum or maximum weight relative-
ly easy to carry and handle safely. The type loads carried
can usually be broken down into three major groups: low
density, high density and aerodynamic. Each type load
mentioned displays characteristics all its own and there-
fore must be discussed separately.
Do not lift or rotate the center cargo hook
into the cabin area or allow the mid hook to
lay on the cargo floor or access door panel
during inspection or use. The excessive
tension placed on the triple emergency
release cable housing assembly may par-
tially dislodge the housing and engage or
activate the forward and aft hook emer-
gency release mechanism. This may
cause an inadvertent release of loaded
forward and aft hook assemblies in flight.
External loads must not be rigged entirely
with steel cable (wire rope) slings. To
dampen vibration tendencies, a nylon ver-
tical riser at least 6 feet long must be
placed between the steel cable sling and
the nylon loop or metal shackle which
attaches to the cargo hook. Nylon and
chain leg slings and pure nylon slings
must have at least 6 feet of nylon in each
When combination internal and external
loads are carried during the same flight
and the external load exceeds 12,000
pounds, position the internal load forward
of the utility hatch. This procedure will
preclude encountering an excessively aft
8-3-4. Low Density Loads.
When carrying low density loads, airspeed is limited by
the amount of clearance which can be maintained be-
tween the load and the underside of the helicopter since
the load will tend to trail aft as speed is increased.
8-3-5. High Density Loads.
High density loads can usually be flown at cruise air-
speed and in some cases up to Vne, depending on the
configuration of the load, air turbulence, or accompany-