★ PTS mapping: This lesson aligns to FAA-S-8081-20A (Nov 2023), Area of Operation IX — Postflight Procedures (per Lesson→Area map). It is a PTS, so items are Tasks/elements (no ACS K/R/S codes); read the exact Task lettering and tolerances from the current published PTS.
The flight isn't over at touchdown — shut down by the book, secure the aircraft, and close the records correctly.
After landing to the surface and confirming the aircraft is light on the controls and stable, complete the after-landing flow: reduce to flat-pitch/idle, allow the required engine cooldown (turbines especially need a timed cooldown before shutdown to even out temperatures; pistons need a brief idle), then perform the shutdown checklist. Stopping the rotor is a discipline of its own — follow the manufacturer's procedure and, where fitted, apply the rotor brake only within its approved RPM range. Never rush a shutdown; thermal shock and improper rotor stopping cause real maintenance damage.
| Step | What you do (confirm exact sequence/times with your POH) |
|---|---|
| After-landing | Aircraft firmly on surface, controls neutral/flat pitch, electrical/avionics as required, complete after-landing checklist |
| Cooldown | Idle for the manufacturer-specified time so temperatures stabilize before shutdown |
| Shutdown | Mixture/fuel and ignition off per checklist, magnetos/switches off, fuel valve as required |
| Rotor stop / brake | Allow rotor to slow; apply rotor brake (if fitted) only within approved RPM; confirm rotor stopped before exit |
Secure the aircraft for the expected conditions: install blade tie-downs/boots (essential in wind to prevent blade sailing and droop-stop damage), lock or secure the flight controls, fit pitot/intake covers, close and latch doors and cowlings, chock or tie down as required, and remove keys/secure the cabin. In wind, a teetering rotor left untied can flap and strike the tailboom — tie-downs are not optional. Note fuel state and any servicing needs for the next crew. Good securing is part of airmanship and shows in the checkride.
Any discrepancy (squawk) noted in flight or postflight must be recorded so the next pilot and maintenance know about it. Under 14 CFR 91.405, the owner/operator ensures maintenance is properly recorded and that inoperative instruments/equipment are handled correctly (placarded/removed per 91.213 or addressed via the MEL where applicable). 14 CFR 91.417 governs the maintenance records the aircraft must have — inspection currency, AD compliance, and the records of maintenance/alterations. As PIC you are responsible (91.7 / 91.403) for determining the aircraft is airworthy before flight, which is why accurate squawk reporting matters: an undocumented defect can ground the next flight or worse.
Maintenance & airworthiness recordkeeping references — 14 CFR 91.405 (maintenance required), 91.417 (maintenance records), 91.213 (inoperative instruments & equipment), 91.7 & 91.403 (airworthiness responsibility). Confirm current text and whether Part 91 or Part 135 recordkeeping applies to your operation.
At ATP/crew level the debrief is a deliberate tool: what went as briefed, what surprised you, what threats and errors appeared and how they were trapped, and what you would do differently. Close the ADM loop by reviewing your decisions against outcomes — the debrief is where experience is converted into judgment. In a crew operation, a non-punitive, structured debrief reinforces SOPs and CRM; single-pilot, a quick self-debrief and a note in your own records does the same job.
Curated reference clip — “Robinson R44 helicopter startup and shutdown procedure with Anthelion Helicopters” · Anthelion Helicopters (YouTube), verified via oEmbed. Embedded with the creator's player; we don't host or alter it.
✈️ Your test aircraft: the R-44 fill-in values cover its single-engine, piston, VFR figures. ATP-H practical tests are normally flown in a turbine and/or multi-engine helicopter, where cooldown/shutdown (e.g., timed turbine cooldown, rotor brake) and securing differ — use your actual test aircraft's data (§4 procedures as relevant) from its RFM/POH for items marked aircraft-specific, and confirm whether the aircraft in use has a rotor brake.