Robinson R22 Beta II · POH Section 3 · Student Pilot Study Guide

Emergency
Procedures

Built directly from the R22 POH Section 3 — verbatim procedures, exact wording, every caution and note. This is the official source. Nothing added, nothing removed.

Source: POH Section 3
Pages 3-1 through 3-11
FAA Approved
Robinson R22 Series
JJ Helicopters · TOA
⚠ Official POH Procedures — Always Cross-Reference With Current Approved POH ⚠
5-Min Timer
5:00
POH Section 3 · Page 3-1
Definitions

These two terms are used throughout Section 3. Know the difference — they determine how urgently you must act and how much pilot discretion is involved.

Land Immediately
Land on the nearest clear area where a safe normal landing can be performed. Be prepared to enter autorotation during approach, if required.
Land as Soon as Practical
Landing site is at pilot's discretion based on nature of problem and available landing areas. Flight beyond nearest airport is not recommended.
⚠ Know the Difference "Land Immediately" = no delay, nearest clear area, autorotation if needed. "Land as Soon as Practical" = pilot discretion, but don't fly beyond the nearest airport. These are not interchangeable.
POH Section 3 · Page 3-1
Power Failure — General

A power failure may be caused by either an engine or drive system failure. Knowing the difference in how each presents helps you diagnose and respond correctly.

RecognitionEngine Failure Indicators▼

An engine failure may be indicated by:

  • Low RPM horn activation
  • Change in noise level
  • Nose left yaw
  • Oil pressure light illuminating
  • Decreasing engine RPM
RecognitionDrive System Failure Indicators▼

A drive system failure may be indicated by:

  • Unusual noise or vibration
  • Nose right or left yaw
  • Decreasing rotor RPM while engine RPM is increasing
⚠ Critical Distinction Drive system failure: rotor RPM drops while engine RPM increases — the engine is running but power is not reaching the rotor. This is equally dangerous as engine failure. Immediate autorotation entry is required.
ImmediateGeneral Power Failure Response▼

In case of power failure, immediately lower collective to enter autorotation.

⚠ CAUTION — POH Verbatim Aft cyclic is required when collective is lowered at high airspeed.
⚠ CAUTION — POH Verbatim Do not apply aft cyclic during touchdown or ground slide to prevent possible blade strike to tailcone.
POH Section 3 · Page 3-2
Power Failure Above 500 Feet AGL

You have time to work the problem. Lower collective immediately, establish the glide, select your landing spot, and execute. Steps must be done in order.

ProcedurePower Failure Above 500' AGL — Complete Checklist▼
  • 1. Lower collective immediately to maintain rotor RPM.
  • 2. Establish a steady glide at approximately 65 KIAS. (For maximum glide distance, see Max Glide section.)
  • 3. Adjust collective to keep RPM between 97 and 110% or apply full down collective if light weight prevents attaining above 97%.
  • 4. Select landing spot and, if altitude permits, maneuver so landing will be into wind.
  • 5. A restart may be attempted at pilot's discretion if sufficient time is available. (See Air Restart Procedure.)
  • 6. If unable to restart, turn unnecessary switches and fuel valve off.
  • 7. At about 40 feet AGL, begin cyclic flare to reduce rate of descent and forward speed.
  • 8. At about 8 feet AGL, apply forward cyclic to level ship and raise collective just before touchdown to cushion landing. Touch down in level attitude with nose straight ahead.
POH Page 3-2 · FAA Approved
Key NumbersCritical Altitudes & Speeds — Above 500' Procedure▼
  • Glide airspeed: ~65 KIAS
  • RPM range during glide: 97–110%
  • Cyclic flare begins at: ~40 feet AGL
  • Forward cyclic and collective cushion at: ~8 feet AGL
  • Touchdown attitude: level, nose straight ahead
POH Section 3 · Page 3-2
Power Failure Between 8 and 500 Feet AGL

Less time, less options. No restart attempt. Lower collective immediately, maintain airspeed, flare, and land. Four steps — no extras.

ProcedurePower Failure 8–500' AGL — Complete Checklist▼
  • 1. Lower collective immediately to maintain rotor RPM.
  • 2. Adjust collective to keep RPM between 97 and 110% or apply full down collective if light weight prevents attaining above 97%.
  • 3. Maintain airspeed until ground is approached, then begin cyclic flare to reduce rate of descent and forward speed.
  • 4. At about 8 feet AGL, apply forward cyclic to level ship and raise collective just before touchdown to cushion landing. Touch down in level attitude and nose straight ahead.
⚠ No Restart in This Altitude Band There is no restart step in this procedure — insufficient altitude. Lower collective, maintain airspeed, flare, land. That's it.
POH Page 3-2 · FAA Approved
POH Section 3 · Page 3-3
Power Failure Below 8 Feet AGL

You are essentially already in ground effect. No flare possible — allow the aircraft to settle and cushion just before contact. Three steps only.

ProcedurePower Failure Below 8' AGL — Complete Checklist▼
  • 1. Apply right pedal as required to prevent yawing.
  • 2. Allow aircraft to settle.
  • 3. Raise collective just before touchdown to cushion landing.
💡 Note Below 8 feet there is insufficient altitude for a cyclic flare. The collective cushion at the moment of contact is your only energy management tool. Right pedal prevents the torque-induced left yaw as the engine unloads.
POH Page 3-3 · FAA Approved: 6 July 1995
POH Section 3 · Page 3-3
Maximum Glide Distance Configuration

When you need to reach the furthest possible landing spot from your altitude, use these specific numbers. Note they differ from the standard autorotation glide speed.

ConfigMaximum Glide Distance — POH Configuration▼
  • 1. Airspeed approximately 75 KIAS.
  • 2. Rotor RPM approximately 90%.
  • 3. Best glide ratio is about 4:1 or one nautical mile per 1500 feet AGL.
⚠ CAUTION — POH Verbatim Increase rotor RPM to 97% minimum when autorotating below 500 feet AGL.
💡 Max Glide vs Standard Glide Standard autorotation glide = 65 KIAS / 97–110% RPM.
Maximum glide distance = 75 KIAS / 90% RPM — trades descent rate for horizontal distance.
You must return to 97% RPM minimum below 500' AGL.
POH Page 3-3 · FAA Approved: 6 July 1995
POH Section 3 · Page 3-3
Air Restart Procedure

Only attempt if sufficient time and altitude are available, and only once a safe autorotation is established. Four steps — simple and fast.

ProcedureAir Restart — Complete Checklist▼
  • 1. Mixture — full rich.
  • 2. Primer (if installed) — down and locked.
  • 3. Throttle — closed, then cracked slightly.
  • 4. Actuate starter with left hand.
⚠ CAUTION — POH Verbatim Do not attempt restart if engine malfunction is suspected or before safe autorotation is established.
⚡ Priority Fly the autorotation first. A restart attempt is secondary — never at the expense of rotor RPM or glide management. The POH says "at pilot's discretion if sufficient time is available."
POH Page 3-3 · FAA Approved: 6 July 1995
POH Section 3 · Page 3-4
Emergency Water Landing

Two separate procedures depending on whether power is available. The R22 will capsize rapidly in water — egress speed is critical in both cases.

Power OffEmergency Water Landing — Power Off▼
  • 1. Follow same procedures as for power failure over land until contacting water. If time permits, unlatch doors prior to water contact.
  • 2. Apply lateral cyclic when aircraft contacts water to stop rotors.
  • 3. Release seat belt and quickly clear aircraft when rotors stop.
⚠ Egress Warning The R22 will invert rapidly after water contact due to the weight of the rotor mast above the CG. Do not inflate life vest inside the aircraft — it will trap you against the ceiling. Egress first, inflate outside.
POH Page 3-4 · FAA Approved: Feb 2014
Power OnEmergency Water Landing — Power On▼
  • 1. Descend to hover above water.
  • 2. Unlatch doors.
  • 3. Passenger exit aircraft.
  • 4. Fly to safe distance from passenger to avoid possible injury by rotors.
  • 5. Switch battery and alternator OFF.
  • 6. Roll throttle off into overtravel spring.
  • 7. Keep aircraft level and apply full collective as aircraft contacts water.
  • 8. Apply lateral cyclic to stop rotors.
  • 9. Release seat belt and quickly clear aircraft when rotors stop.
POH Page 3-4 · FAA Approved: Feb 2014
POH Section 3 · Page 3-5
Loss of Tail Rotor Thrust

Two distinct procedures — one for forward flight, one for hover. The response is different for each. Know both cold.

Forward FlightLoss of Tail Rotor Thrust — Forward Flight▼

Failure is usually indicated by nose right yaw which cannot be corrected by applying left pedal.

  • 1. Immediately enter autorotation.
  • 2. Maintain at least 70 KIAS if practical.
  • 3. Select landing site, roll throttle off into overtravel spring, and perform autorotation landing.
📋 NOTE — POH Verbatim When a suitable landing site is not available, the vertical stabilizers may permit limited controlled flight at low power settings and airspeeds above 70 KIAS; however, prior to reducing airspeed, enter full autorotation.
POH Page 3-5 · FAA Approved: 26 Oct 2016
HoverLoss of Tail Rotor Thrust — Hover▼

Failure is usually indicated by nose right yaw which cannot be stopped by applying left pedal.

  • 1. Immediately roll throttle off into overtravel spring and allow aircraft to settle.
  • 2. Raise collective just before touchdown to cushion landing.
⚠ Hover vs. Forward Flight In hover — throttle off and settle immediately. In forward flight — autorotate and maintain 70 KIAS. These procedures are different. Know which situation you're in before you act.
POH Page 3-5 · FAA Approved: 26 Oct 2016
POH Section 3 · Page 3-6
Fire Procedures

Three fire scenarios — engine fire during start, engine fire in flight, and electrical fire in flight. Each has its own procedure. Land immediately in all cases.

GroundEngine Fire During Start on Ground▼
  • 1. Cranking — Continue and attempt to start which would suck flames and excess fuel into engine.
  • 2. If engine starts, run at 50–60% RPM for a short time.
  • 3. Fuel mixture — OFF.
  • 4. Fuel valve — OFF.
  • 5. Battery switch — OFF.
  • 6. If time permits, apply rotor brake to stop rotors.
  • 7. Exit helicopter.
POH Page 3-6 · FAA Approved
In FlightEngine Fire in Flight▼
  • 1. Enter autorotation.
  • 2. Cabin heat — OFF (if installed and time permits).
  • 3. Cabin vent — ON (if time permits).
  • 4. If engine is running: perform normal landing, then fuel mixture OFF and fuel valve OFF.

    If engine stops running: fuel valve OFF and complete autorotation landing.
  • 5. Battery switch — OFF.
  • 6. If time permits, apply rotor brake to stop rotors.
  • 7. Exit helicopter.
POH Page 3-6 · FAA Approved
ElectricalElectrical Fire in Flight▼
  • 1. Battery and alternator switches — OFF.
  • 2. Open cabin vents.
  • 3. Land immediately.
  • 4. Fuel mixture OFF and fuel valve OFF.
  • 5. If time permits, apply rotor brake to stop rotors.
  • 6. Exit helicopter.
⚠ CAUTION — POH Verbatim Low RPM warning system and governor are inoperative with battery and alternator switches both off.
POH Page 3-6 · FAA Approved
POH Section 3 · Pages 3-7
Tachometer & Governor Failure

Two instrument/system failures that affect your ability to monitor and control RPM. Know how each presents and what to do.

TachTachometer Failure▼

If rotor or engine tach malfunctions in flight, use remaining tach to monitor RPM. If it is not clear which tach is malfunctioning or if both tachs malfunction, allow governor to control RPM and land as soon as practical.

📋 NOTE — POH Verbatim Each tach, the governor, and the low RPM horn are on separate power circuits. A special circuit allows the battery to supply power to the tachs with the battery and alternator switches both off.
POH Page 3-7 · FAA Approved: 20 Jun 2019
GovernorGovernor Failure▼

If engine RPM governor malfunctions, grip throttle firmly to override the governor, then switch governor off. Complete flight using manual throttle control.

⚡ Manual Throttle Without the governor you must correlate throttle with every collective input — add power as collective goes up, reduce as it goes down. Land as soon as practical. This adds significant workload.
POH Page 3-7 · FAA Approved: 20 Jun 2019
POH Section 3 · Pages 3-8, 3-9, 3-10
Warning / Caution Lights

Know every light, what it means, and what action to take. Some require immediate action. Some allow discretion. Know the difference before you fly.

NoteGeneral — Warning Light Operations at Night▼
📋 NOTE — POH Verbatim If a light causes excessive glare at night, bulb may be unscrewed or circuit breaker pulled to eliminate glare during landing.
LightsAll Warning/Caution Lights — Reference Table▼
LightMeaning & Action
OIL
Indicates loss of engine power or oil pressure. Check engine tach for power loss. Check oil pressure gauge and, if pressure loss is confirmed, land immediately. Continued operation without oil pressure will cause serious engine damage and engine failure may occur.
MR TEMP
Indicates excessive temperature of main rotor gearbox. If accompanied by noise, vibration, or temperature rise — land immediately. If no other indication — land as soon as practical.
MR CHIP
Indicates metallic particles in main rotor gearbox. If accompanied by noise, vibration, or temperature rise — land immediately. If no other indication — land as soon as practical. Break-in fuzz may activate — clean detector plug and hover at least 30 min. If light comes on again, replace gearbox before further flight.
TR CHIP
Indicates metallic particles in tail rotor gearbox. Same response as MR CHIP. Tail rotor gearbox must be refilled with new oil if detector plug removed.
LOW FUEL
Indicates approximately 1 gallon usable fuel remaining (aluminum tanks) or 1.5 gallons (bladder tanks). Approximately 5 minutes at cruise power (aluminum) or 10 minutes (bladder). CAUTION: Do not use low fuel caution light as a working indication of fuel quantity.
CLUTCH
Indicates clutch actuator circuit is on. When switch is in ENGAGE position, light stays on until belts are properly tensioned. Never take off before light goes out. If light flickers or stays on in flight for more than 10 seconds, pull CLUTCH circuit breaker and land as soon as practical. Land immediately if other drive system failure indications are present.
ALT
Indicates low voltage and possible alternator failure. Turn off nonessential electrical equipment and switch ALT off and back on after one second to reset. If light stays on, land as soon as practical. Continued flight without alternator can result in loss of power to tachometers — hazardous flight condition.
BRAKE
Indicates rotor brake is engaged. Release immediately in flight or before starting engine.
STARTER-ON
Indicates starter motor is engaged. If light does not go out when ignition switch is released from start position, immediately pull mixture off and turn battery switch off. Have starter motor serviced.
GOV-OFF
Indicates engine RPM throttle governor is off.
CARBON MONOXIDE (if installed)
Indicates elevated levels of CO in cabin. Shut off heater and open nose and door vents. If hovering, land or transition to forward flight. If symptoms of CO poisoning (headache, drowsiness, dizziness) accompany light, land immediately.
FULL THROTTLE (if installed)
Indicates engine near full throttle. Governor will be ineffective — cannot increase throttle to maintain RPM. Lower collective as required to extinguish light.
POH Pages 3-8, 3-9, 3-10 · FAA Approved
CriticalLow RPM Horn & Caution Light▼

A horn and an illuminated caution light indicate that rotor RPM may be below safe limits.

⚠ POH Response — Verbatim To restore RPM, immediately roll throttle on, lower collective and, in forward flight, apply aft cyclic. The horn and caution light are disabled when collective is full down.
POH Page 3-10 · FAA Approved: Feb 2014
NoteChip Light — Break-In Fuzz Guidance▼
📋 NOTE — POH Verbatim If light is accompanied by any indication of a problem such as noise, vibration, or temperature rise, land immediately. If there is no other indication of a problem, land as soon as practical.

Break-in fuzz will occasionally activate chip lights. If no metal chips or slivers are found on detector plug, clean and reinstall (tail rotor gearbox must be refilled with new oil). Hover for at least 30 minutes. If chip light comes on again, replace gearbox before further flight.
POH Section 3 · Page 3-11 · FAA AD 95-26-04
Information Per FAA AD 95-26-04

Three specific scenarios covered by FAA Airworthiness Directive 95-26-04. All involve loss of positive G forces or turbulence. The R22 is highly sensitive to low-G conditions — these procedures are mandatory.

AD 95-26-041) Right Roll in Low "G" Condition▼

Gradually apply aft cyclic to restore positive "G" forces and main rotor thrust. Do not apply lateral cyclic until positive "G" forces have been established.

⚠ Critical R22 Warning In a low-G condition the rotor is unloaded. Applying lateral cyclic before positive G is restored can cause mast bumping. Aft cyclic FIRST to restore G — then lateral corrections.
POH Page 3-11 · FAA Approved: 23 Dec 2009
AD 95-26-042) Uncommanded Pitch, Roll, or Yaw from Turbulence▼

Gradually apply controls to maintain rotor RPM, positive "G" forces, and to eliminate sideslip. Minimize cyclic control inputs in turbulence; do not overcontrol.

⚡ Key Point In turbulence — smooth, gradual inputs. The R22 is sensitive. Overcontrolling in turbulence can worsen the situation. Maintain RPM and positive G, minimize sideslip, smooth inputs only.
POH Page 3-11 · FAA Approved: 23 Dec 2009
AD 95-26-043) Inadvertent Encounter with Moderate, Severe, or Extreme Turbulence▼

If the area of turbulence is isolated, depart the area; otherwise, land the helicopter as soon as practical.

⚠ No Heroics The POH is clear — if you cannot immediately exit the turbulent area, land. The R22 is not approved for flight in extreme turbulence. This is an airworthiness directive, not a suggestion.
POH Page 3-11 · FAA Approved: 23 Dec 2009