Chapter 10

Advanced Flight Maneuvers

Introduction
The maneuvers presented in this chapter require more skill
and understanding of the helicopter and the surrounding
environment. When performing these maneuvers, a pilot
is probably taking the helicopter to the edge of the safe
operating envelope. Therefore, if you are ever in doubt about
the outcome of the maneuver, abort the mission entirely or
wait for more favorable conditions.

10-1
Reconnaissance Procedures Ground Reconnaissance
When planning to land or takeoff at an unfa­miliar site, Prior to departing an unfamiliar location, make a detailed
gather as much information as possible about the area. analysis of the area. There are several factors to consider
Reconnaissance techniques are ways of gathering this during this evaluation. Besides determining the best departure
information. path and identifying all hazards in the area, select a route that
gets the helicopter from its present position to the take­off
High Reconnaissance point while avoiding all hazards, especially to the tail rotor
and landing gear.
The purpose of conducting a high reconnaissance is to
determine direction and speed of the wind, a touchdown
Some things to consider while formulating a takeoff plan
point, suitability of the landing area, approach and departure
are the aircraft load, height of obstacles, the shape of the
axes, and obstacles for both the approach and departure.
area, direction of the wind, and surface conditions. Surface
The pilot should also give particular consideration to forced
conditions can consist of dust, sand and snow, as well as
landing areas in case of an emergency.
mud and rocks. Dust landings and snow landings can lead
to a brownout or whiteout condition, which is the loss of
Altitude, airspeed, and flight pattern for a high recon­naissance
the horizon reference. Disorientation may occur, leading to
are governed by wind and terrain features. It is important to
ground contact, often with fatal results. Taking off or landing
strike a balance between a reconnaissance conducted too high
on uneven terrain, mud, or rocks can cause the tail rotor to
and one too low. It should not be flown so low that a pilot
strike the surface or if the skids get caught can lead to dynamic
must divide attention between studying the area and avoiding
rollover. If the helicopter is heavily loaded, determine if there
obstructions to flight. A high reconnaissance should be flown
is sufficient power to clear the obstacles. Sometimes it is better
at an alti­tude of 300 to 500 feet above the surface. A general
to pick a path over shorter obstacles than to take off directly
rule to follow is to ensure that sufficient altitude is available
into the wind. Also evaluate the shape of the area so that a path
at all times to land into the wind in case of engine fail­ure. In
can be chosen that will provide you the most room to maneuver
addition, a 45° angle of observation generally allows the best
and abort the take­off if necessary. Positioning the helicopter
estimate of the height of barriers, the presence of obstacles,
at the most downwind portion of the confined area gives the
the size of the area, and the slope of the terrain. Always
pilot the most distance to clear obstacles.
maintain safe altitudes and air­speeds and keep a forced
landing area within reach whenever possible.
Wind analysis also helps determine the route of takeoff.
Low Reconnaissance The prevailing wind can be altered by obstructions on
the departure path and can significantly affect aircraft
A low reconnaissance is accomplished during the approach to
performance. There are several ways to check the wind
the landing area. When flying the approach, verify what was
direction before taking off. One technique is to watch the tops
observed in the high recon­naissance, and check for anything
of the trees; another is to look for any smoke in the area. If
new that may have been missed at a higher altitude, such as
there is a body of water in the area, look to see which way the
wires and their supporting structures (poles, towers, etc.),
water is rippling. If wind direction is still in question revert
slopes, and small crevices. If the pilot determines that the
to the last report that was received by either the Automatic
area chosen is safe to land in, the approach can be continued.
Terminal Information Service (ATIS) or airport tower.
However, the decision to land or go around must be made
prior to decelerating below effective translational lift (ETL),
Maximum Performance Takeoff
or before descending below the barriers surrounding the
confined area. A maximum performance takeoff is used to climb at a steep
angle to clear barriers in the flightpath. It can be used when
If a decision is made to complete the approach, termi­nate taking off from small areas surrounded by high obstacles.
the landing to a hover in order to check the landing point Allow for a vertical takeoff, although not preferred, if
carefully before lowering the helicopter to the surface. obstruction clearance could be in doubt. Before attempting
Under certain conditions, it may be desirable to continue a maximum performance takeoff, know thoroughly the
the approach to the surface. Once the heli­copter is on the capabilities and limitations of the equipment. Also consider
ground, maintain operating revolutions per minute (rpm) the wind velocity, temperature, density alti­tude, gross weight,
until the stability of the helicopter has been checked to be center of gravity (CG) location, and other factors affecting
sure it is in a secure and safe position. pilot technique and the perform­ance of the helicopter.

10-2
To accomplish this type of takeoff safely, there must be to lift off in a 40-knot attitude. This is approximately
enough power to hover out of ground effect (OGE) in order the same attitude as when the helicopter is light on the
to prevent the helicopter from sinking back to the surface skids. Continue to increase the collec­tive slowly until the
after becoming airborne. A hover power check can be used to maximum power available is reached (takeoff power is
deter­mine if there is sufficient power available to accomplish normally 10 percent above power required for hover). This
this maneuver. large collective movement requires a substantial increase
in pedal pressure to maintain heading (position 2). Use the
The angle of climb for a maximum performance takeoff cyclic, as necessary, to control movement toward the desired
depends on existing conditions. The more critical the flightpath and, therefore, climb angle during the maneuver
conditions are, such as high-density altitudes, calm winds, (position 3). Maintain rotor rpm at its maxi­mum, and do
and high gross weights, the shallower the angle of climb is. In not allow it to decrease since you would probably need to
light or no wind conditions, it might be necessary to operate lower the collective to regain it. Maintain these inputs until
in the crosshatched or shaded areas of the height/velocity the helicopter clears the obstacle, or until reaching 50 feet
diagram during the begin­ning of this maneuver. Therefore, for demonstration purposes (position 4). Then, establish a
be aware of the calculated risk when operating in these areas. normal climb attitude and power setting (position 5). As
An engine failure at a low altitude and airspeed could place in any maximum performance maneuver, the techniques
the helicopter in a dangerous position, requiring a high degree used affect the actual results. Smooth, coordinated inputs
of skill in making a safe autorotative landing. coupled with precise control allow the helicopter to attain
its maximum performance.
Technique
Before attempting a maximum performance takeoff, An acceptable method when departing from an area that does
reposition the helicopter to the most downwind area to allow a not allow for a takeoff with forward airspeed is to perform a
longer takeoff climb, then bring the helicopter to a hover, and vertical takeoff. This technique allows the pilot to descend
determine the excess power available by noting the difference vertically back into the confined area if the helicopter
between the power available and that required to hover. does not have the performance to clear the surrounding
Also, perform a balance and flight control check and note obstacles. During this maneuver, the helicopter must climb
the position of the cyclic. If the takeoff path allows, position vertically and not be allowed to accelerate forward until the
the helicopter into the wind and return the helicopter to the surrounding obstacles have been cleared. If not, a situation
surface. Normally, this maneuver is initiated from the surface. may develop where the helicopter does not have sufficient
After checking the area for obstacles and other aircraft, select climb performance to avoid obstructions and may not have
reference points along the takeoff path to maintain ground power to descend back to the takeoff point. The vertical
track. Also consider alternate routes in case the maneuver is takeoff might not be as efficient as the climbing profile but
not possible. [Figure 10-1] is much easier to abort from a vertical position directly over
the landing point. The vertical takeoff, however, places the
Begin the takeoff by getting the helicopter light on the skids helicopter in the avoid area of the height/velocity diagram
(position 1). Pause and neutralize all aircraft movement. for a longer time. This maneuver requires hover OGE power
Slowly increase the collective and position the cyclic to accomplish.

Common Errors

5
1. Failure to consider performance data, including height-
velocity diagram.
4 2. Nose too low initially causing horizontal flight rather
than more vertical flight.
3 3. Failure to maintain maximum permissible rpm.
4. Abrupt control movements.
2
5. Failure to resume normal climb power and air­speed
after clearing the obstacle.
1
Running/Rolling Takeoff
A running takeoff in helicopter with fixed landing gear,
such as skids, skis or floats, or a rolling takeoff in a
Figure 10-1. Maximum performance takeoff.

10-3
wheeled helicopter is sometimes used when conditions of diagram (position 4). During practice maneuvers, after having
load and/or density altitude prevent a sus­tained hover at climbed to an altitude of 50 feet, establish the normal climb
normal hovering height. For wheeled helicopters, a rolling power setting and attitude.
takeoff is sometimes used to minimize the downwash
created during a takeoff from a hover. Avoid a running/ NOTE: It should be remembered that if a running takeoff is
rolling maneuver if there is not sufficient power to hover, necessary for most modern helicopters, the helicopter is very
at least momentarily. If the helicopter cannot be hovered, close to, or has exceeded the maximum operating weight for
its performance is unpredictable. If the helicopter cannot the conditions (i.e., temperature and altitude).
be raised off the surface at all, sufficient power might not
be available to accomplish the maneuver safely. If a pilot The height/velocity parameters should be respected at all
cannot momentarily hover the helicopter, wait for conditions times. The helicopter should be flown to a suitable altitude
to improve or off-load some of the weight. to allow a safe acceleration in accordance with the height-
velocity diagram.
To accomplish a safe running or rolling takeoff, the sur­face
area must be of sufficient length and smoothness, and there Common Errors
cannot be any barriers in the flightpath to interfere with a 1. Failing to align heading and ground track to keep
shallow climb. surface friction to a minimum.
Technique 2. Attempting to become airborne before obtaining
Refer to Figure 10-2. To begin the maneuver, first align the effective translational lift.
helicopter to the takeoff path. Next, increase the throttle to 3. Using too much forward cyclic during the surface run.
obtain takeoff rpm, and increase the collec­tive smoothly
4. Lowering the nose too much after becoming air­borne,
until the helicopter becomes light on the skids or landing
resulting in the helicopter settling back to the surface.
gear (position 1). If taking off from the water, ensure that
the floats are mostly out of the water. Then, move the cyclic 5. Failing to remain below the recommended altitude
slightly forward of the neutral hovering position, and apply until airspeed approaches normal climb speed.
additional collective to start the forward movement (position
2). To simulate a reduced power condition during practice, Rapid Deceleration or Quick Stop
use one to two inches less manifold pressure, or three to five This maneuver is used to decelerate from forward flight to a
percent less torque than that required to hover. The landing hover. It is often used to abort takeoffs, to stop if something
gear must stay aligned with the takeoff direction until the blocks the helicopter flightpath, or simply to terminate an air
helicopter leaves the surface to avoid dynamic rollover. taxi maneuver, as mentioned in the Aeronautical Information
Manual (AIM). A quick stop is usually practiced on a runway,
Maintain a straight ground track with lateral cyclic and taxiway, or over a large grassy area away from other traffic
heading with antitorque pedals until a climb is established. or obstacles.
As effective translational lift is gained, the helicopter
becomes airborne in a fairly level attitude with little or no Technique
pitching (position 3). Maintain an altitude to take advan­tage The maneuver requires a high degree of coordination of
of ground effect, and allow the airspeed to increase toward all controls. It is practiced at a height that permits a safe
normal climb speed. Then, follow a climb profile that takes clearance between the tail rotor and the surface throughout
the helicopter through the clear area of the height-velocity the maneuver, especially at the point where the pitch attitude
is highest. The height at completion should be no higher
than the maximum safe hovering height prescribed by that
particular helicopter’s manufacturer. In selecting a height at
which to begin the maneuver, take into account the overall
length of the helicopter and its height/velocity diagram. Even
4 though the maneuver is called a rapid deceleration or quick
2 3
1 stop, it is performed slowly and smoothly with the primary
emphasis on coordination.

During training, always perform this maneuver into the wind

Figure 10-2. Running/rolling takeoff. [Figure 10-3, position 1]. After leveling off at an altitude

10-4
 1 2 3 4

Figure 10-3. Rapid deceleration or quick stop.

between 25 and 40 feet, depending upon the manufacturer’s Common Errors

recommendations, accelerate to the desired entry speed,
1. Initiating the maneuver by lowering the collective
which is approximately 45 knots for most training helicopters
without aft cyclic pressure to maintain altitude.
(position 2). The altitude chosen should be high enough to
avoid danger to the tail rotor during the flare, but low enough 2. Initially applying aft cyclic stick too rapidly, causing
to stay out of the hazardous areas of that helicopter’s height- the helicopter to balloon (climb).
velocity diagram throughout the maneuver. In addition, this 3. Failing to effectively control the rate of deceleration
altitude should be low enough that the helicopter can be to accomplish the desired results.
brought to a hover during the recovery.
4. Allowing the helicopter to stop forward motion in a
At position 3, initiate the deceleration by applying aft cyclic tail-low attitude.
to reduce forward groundspeed. Simultaneously, lower the 5. Failing to maintain proper rotor rpm.
collective, as necessary, to counteract any climbing tendency.
6. Waiting too long to apply collective pitch (power)
The timing must be exact. If too little collective is taken out
during the recovery, resulting in an overtorque
for the amount of aft cyclic applied, the helicopter climbs. If
situation when collective pitch is applied rapidly.
too much downward collective is applied, the helicopter will
descend. A rapid application of aft cyclic requires an equally 7. Failing to maintain a safe clearance over the terrain.
rapid application of down collective. As collective is lowered, 8. Using antitorque pedals improperly, resulting in erratic
apply proper antitorque pedal pressure to maintain heading, heading changes.
and adjust the throttle to maintain rpm. The G loading on the
9. Using an excessively nose-high attitude.
rotor system depends on the pitch-up attitude. If the attitude is
too high, the rotor system may stall and cause the helicopter
Steep Approach
to impact the surface.
A steep approach is used primarily when there are obstacles
After attaining the desired speed (position 4), initiate the in the approach path that are too high to allow a normal
recovery by lowering the nose and allowing the helicopter approach. A steep approach permits entry into most confined
to descend to a normal hovering height in level flight and areas and is sometimes used to avoid areas of turbulence
zero groundspeed (position 5). During the recovery, increase around a pinnacle. An approach angle of approximately 13°
collective pitch, as necessary, to stop the helicopter at normal to 15° is considered a steep approach. [Figure 10-4] Caution
hovering height, adjust the throttle to maintain rpm, and apply must be exercised to avoid the parameters for vortex ring
proper antitorque pedal pressure, as necessary, to maintain state (20–100 percent of available power applied, airspeed
heading. During the maneuver, visualize rotating about the of less than 10 knots, and a rate of descent greater than 300
tail rotor’s horizontal axis until a normal hovering height is feet per minute (fpm)). For additional information on vortex
reached. ring state (formerly referenced as settling-with-power), refer
to Chapter 11, Helicopter Emergencies and Hazards.

10-5
 Loss of effective translational lift occurs higher in a steep
approach (position 3), requiring an increase in the collective
1
to prevent settling, and more forward cyclic to achieve
the proper rate of closure. Once the intended landing area
2 15° Approach angle is reached, terminate the approach to a hover with zero
groundspeed (position 4). If the approach has been executed
3 properly, the helicopter will come to a halt at a hover altitude
of 3 feet over the intended landing point with very little
additional power required to hold the hover.
4
The pilot must remain aware that any wind effect is lost once
the aircraft has descended below the barriers surrounding a
confined area, causing the aircraft to settle more quickly.
Additional power may be needed on a strong wind condition
Figure 10-4. Steep approach to a hover. as the helicopter descends below the barriers.

Technique Common Errors

On final approach, maintain track with the intended
1. Failing to maintain proper rpm during the entire
touchdown point and into the wind as much as possible at the
approach.
recommended approach airspeed [Figure 10-4, position 1].
When intercepting an approach angle of 13° to 15°, begin 2. Using collective improperly in maintaining the
the approach by lowering the collective sufficiently to start selected angle of descent.
the helicopter descending down the approach path and 3. Failing to make antitorque pedal corrections to
decelerating (position 2). Use the proper antitorque pedal for compensate for collective pitch changes during the
trim. Since this angle is steeper than a normal approach angle, approach.
reduce the collective more than that required for a normal
4. Slowing airspeed excessively in order to remain on
approach. Continue to decelerate with slight aft cyclic and
the proper angle of descent.
smoothly lower the collective to maintain the approach angle.
5. Failing to determine when effective transla­tional lift
The intended touchdown point may not always be visible is being lost.
throughout the approach, especially when landing to a hover. 6. Failing to arrive at hovering height and attitude, and
Pilots must learn to cue in to other references that are parallel zero groundspeed almost simultaneously.
to the intended landing area that will help them maintain
ground track and position. 7. Utilizing low rpm in transition to the hover at the end
of the approach.
Constant management of approach angle and airspeed is 8. Using too much aft cyclic close to the surface, which
essential to any approach. Aft cyclic is required to decelerate may result in the tail rotor striking the sur­face.
sooner than with a normal approach, and the rate of closure 9. Failure to align landing gear with direction of travel
becomes apparent at a higher altitude. Maintain the approach no later than beginning of loss of translational lift.
angle and rate of descent with the collective, rate of closure
with the cyclic, and trim with antitorque pedals. Shallow Approach and Running/Roll-On
Landing
The helicopter should be kept in trim just prior to loss of
effective translational lift (approximately 25 knots). Below Use a shallow approach and running landing when a
100 feet above ground level (AGL), the antitorque pedals high-density altitude, a high gross weight condition, or
should be adjusted to align the helicopter with the intended some combination thereof, is such that a normal or steep
touchdown point. Visualize the location of the tail rotor approach cannot be made because of insufficient power
behind the helicopter and fly the landing gear to 3 feet above to hover. [Figure 10-5] To compensate for this lack of
the intended landing point. In small confined areas, the pilot power, a shallow approach and running landing makes
must precisely position the helicopter over the intended use of translational lift until surface contact is made. If
landing area. Therefore, the approach must stop at that point. flying a wheeled helicopter, a roll-on landing can be used

10-6
 Use the cyclic to maintain the surface track (position 4).
A pilot normally holds the collective stationary until the
5° Approach angle
helicopter stops; however, to get more braking action, lower
1 the collective slightly.
2 3 4
Keep in mind that, due to the increased ground friction when
the collective is lowered or if the landing is being executed
to a rough or irregular surface, the helicopter may come to
Figure 10-5. Shallow approach and running landing. an abrupt stop and the nose might pitch forward. Exercise
caution not to correct this pitching movement with aft cyclic,
to minimize the effect of downwash. The glide angle for a which could result in the rotor making contact with the tail
shallow approach is approximately 3° to 5°. This angle is boom. An abrupt stop may also cause excessive transmission
similar to the angle used on an instrument landing system movement resulting in the transmission contacting its mount.
(ILS) approach. Since the helicopter is sliding or rolling During the landing, maintain normal rpm with the throttle
to a stop during this maneuver, the landing area should and directional control with the antitorque pedals.
be smooth, and the landing gear must be aligned with the
direction of travel to prevent dynamic rollover and must be For wheeled helicopters, use the same technique except
long enough to accomplish this task. After landing, ensure after landing, lower the collective, neutralize the controls,
that the pitch of the rotor blades is not too far aft as the main and apply the brakes, as necessary, to slow the helicopter.
rotor blades could contact the tailboom. Do not use aft cyclic when bringing the helicopter to a stop.

Technique Common Errors

A shallow approach is initiated in the same manner as the
1. Assuming excessive nose-high attitude to slow the
normal approach except that a shallower angle of descent is
helicopter near the surface.
maintained. The power reduction to initiate the desired angle
of descent is less than that for a normal approach since the 2. Utilizing insufficient collective and throttle to cushion
angle of descent is less (position 1). a landing.
3. Failure to maintain heading resulting in a turning or
As the collective is lowered, maintain heading with proper pivoting motion.
antitorque pedal pressure and rpm with the throttle. Maintain
4. Failure to add proper antitorque pedal as collec­tive is
approach airspeed until the apparent rate of closure appears
added to cushion landing, resulting in a touchdown
to be increasing. Then, begin to slow the helicopter with aft
while the helicopter is moving sideward.
cyclic (position 2).
5. Failure to maintain a speed that takes advantage of
As in normal and steep approaches, the primary control effective translational lift.
for the angle and rate of descent is the collective, while the 6. Touching down at an excessive groundspeed for the
cyclic primarily controls the groundspeed. However, there existing conditions. (Some helicopters have maximum
must be a coordination of all the con­trols for the maneuver touchdown groundspeeds.)
to be accomplished successfully. The helicopter should
7. Failure to touch down in the appropriate attitude
arrive at the point of touchdown at or slightly above effective
necessary for a safe landing. Appropriate attitude is
translational lift. Since translational lift diminishes rapidly
based on the type of helicopter and the landing gear
at slow airspeeds, the deceleration must be coordinated
installed.
smoothly, at the same time keeping enough lift to prevent
the helicopter from settling abruptly. 8. Failure to maintain proper rpm during and after
touchdown.
Just prior to touchdown, place the helicopter in a level 9. Maintaining poor alignment with direction of travel
attitude with the cyclic, and maintain heading with the during touchdown.
antitorque pedals. Use the cyclic to keep the direction of
travel and ground track identical (position 3). Allow the Slope Operations
helicopter to descend gently to the surface in a straight-­and-
Prior to conducting any slope operations, be thoroughly
level attitude, cushioning the landing with the collective.
familiar with the characteristics of dynamic rollover and
After surface contact, move the cyclic slightly forward to
mast bumping, which are discussed in Chapter 11, Helicopter
ensure clearance between the tail boom and the rotor disk.

10-7
Emergencies and Hazards. The approach to a slope is similar helicopters with a counterclockwise rotor system, landings
to the approach to any other landing area. During slope can be made on steeper slopes when holding the cyclic to the
operations, make allowances for wind, barriers, and forced right. When landing on slopes using left cyclic, some cyclic
landing sites in case of engine failure. Since the slope may input must be used to overcome the translating tendency.
constitute an obstruction to wind passage, anticipate turbulence If wind is not a factor, consider the drifting tendency when
and downdrafts. determining landing direction.

Slope Landing After the downslope skid is on the surface, reduce the
A pilot usually lands a helicopter across the slope rather than collective to full down, and neutralize the cyclic and pedals
with the slope. Landing with the helicopter facing down (frame 4). Normal operating rpm should be maintained
the slope or downhill is not recommended because of the until the full weight of the helicopter is on the landing gear.
possibility of striking the tail rotor on the surface.
This ensures adequate rpm for immediate takeoff in case the
Technique helicopter starts sliding down the slope. Use antitorque pedals
Refer to Figure 10-6. At the termination of the approach, if as necessary throughout the landing for heading control.
necessary, move the helicopter slowly toward the slope, being Before reducing the rpm, move the cyclic control as neces­sary
careful not to turn the tail upslope. Position the helicopter to check that the helicopter is firmly on the ground.
across the slope at a stabilized hover headed into the wind
over the intended landing spot (frame 1). Downward pressure Common Errors
on the collective starts the helicopter descending. As the 1. Failing to consider wind effects during the approach
upslope skid touches the ground, hesitate momentarily in a and landing.
level attitude, then apply slight lateral cyclic in the direction
of the slope (frame 2). This holds the skid against the slope 2. Failing to maintain proper rpm throughout the entire
while the pilot continues lowering the downslope skid with maneuver.
the col­lective. As the collective is lowered, continue to move 3. Failure to maintain heading resulting in a turning or
the cyclic toward the slope to maintain a fixed position (frame pivoting motion.
3) The slope must be shallow enough to hold the helicopter
4. Turning the tail of the helicopter into the
against it with the cyclic during the entire landing. A slope of
slope.
5° is recommended maximum for training in most helicopters.
However, additional training to the manufacturer’s 5. Lowering the downslope skid or wheel too rapidly.
limitations may be required. Consult the Rotorcraft Flight 6. Applying excessive cyclic control into the slope,
Manual (RFM) or Pilot’s Operating Handbook (POH) for causing mast bumping.
the specific limitations of the helicopter being flown.
Slope Takeoff
Be aware of any abnormal vibration or mast bumping that A slope takeoff is basically the reverse of a slope land­ing.
signals maximum cyclic deflection. If helicopter mast [Figure 10-7] Conditions that may be associated with the
moment or slope limits are reached before the helicopter slope, such as turbulence and obstacles, must be considered
is firmly on the ground, return the helicopter to a hover. during the takeoff. Planning should include suitable forced
Select a new area with a lesser degree of slope. In most landing areas.

1 2 3 4

Figure 10-6. Slope landing.

10-8
 1 2 3

Figure 10-7. Slope takeoff.

Technique from a confined area that airplanes pilots do not. He or she

Begin the takeoff by increasing rpm to the normal range with assumes the additional roles of the surveyor, engineer, and
the collective full down. Then, move the cyclic toward the manager when selecting an area to conduct operations. While
slope (frame 1). Holding the cyclic toward the direction of airplane pilots generally operate from known pre-surveyed
the slope causes the downslope skid to rise as the pilot slowly and improved landing areas, helicopter pilots fly into areas
raises the collective (frame 2). As the skid comes up, move never used before for helicopter operations. Generally,
the cyclic as necessary to maintain a level attitude in relation takeoffs and landings should be made into the wind to obtain
to the horizon. If properly coordinated, the helicopter should maximum airspeed with minimum groundspeed. The pilot
attain a level attitude as the cyclic reaches the neutral position. should begin with as nearly accurate an altimeter setting as
At the same time, use antitorque pedal pressure to maintain possible to determine the altitude.
heading and throttle to maintain rpm. With the helicopter
level and the cyclic centered, pause momentarily to verify There are several things to consider when operating in
everything is correct, and then gradually raise the collective confined areas. One of the most important is maintaining
to complete the liftoff (frame 3). After reaching a hover, a clearance between the rotors and obstacles forming the
avoid hitting the ground with the tail rotor by not turning the confined area. The tail rotor deserves special considera­tion
helicopter tail upslope and gaining enough altitude to ensure because, in some helicopters, it is not always visible from
the tail rotor is clear. If an upslope wind exists, execute a the cabin. This not only applies while making the approach,
crosswind takeoff and then make a turn into the wind after but also while hovering. Another consider­ation is that wires
clearing the ground with the tail rotor. are especially difficult to see; however, their supporting
devices, such as poles or towers, serve as an indication of
Common Errors their presence and approximate height. If any wind is present,
expect some turbulence. [Figure 10-8]
1. Failing to adjust cyclic control to keep the heli­copter
from sliding down slope. Something else to consider is the availability of forced
2. Failing to maintain proper rpm. landing areas during the planned approach. Think about
the possibility of flying from one alternate landing area to
3. Holding excessive cyclic into the slope as the down
another throughout the approach, while avoiding unfavorable
slope skid is raised.
areas. Always leave a way out in case the landing cannot be
4. Failure to maintain heading, resulting in a turning or completed, or a go-around is necessary.
pivoting motion.
5. Turning the tail of the helicopter into the slope during During the high reconnaissance, the pilot needs to formulate
takeoff. a takeoff plan as well. The heights of obstacles need to be
determined. It is not good practice to land in an area and
Confined Area Operations then determine that insufficient power exists to depart.
Generally, more power is required to take off than to land
A confined area is an area where the flight of the heli­copter so the takeoff criteria is most crucial. Fixing the departure
is limited in some direction by terrain or the presence of azimuth or heading on the compass is a good technique to
obstructions, natural or manmade. For example, a clearing use. This ensures that the pilot is able to take off over the
in the woods, a city street, a road, a building roof, etc., can preselected departure path when it is not visible while sitting
each be regarded as a confined area. The helicopter pilot in the confined area.
has added responsibilities when conducting operations

10-9
 WIND

Figure 10-8. If the wind velocity is 10 knots or greater, expect updrafts on the windward side and downdrafts on the lee side of obstacles.
Plan the approach with these factors in mind, but be ready to alter plans if the wind speed or direction changes.

Approach Takeoff
A high reconnaissance should be completed before ini­tiating A confined area takeoff is considered an altitude over
the confined area approach. Start the approach phase using airspeed maneuver where altitude gain is more important to
the wind and speed to the best possible advantage. Keep in airspeed gain. Before takeoff, make a reconnaissance from
mind areas suitable for forced land­ing. It may be necessary to the ground or cockpit to determine the type of takeoff to
choose a crosswind approach that is over an open area, then be performed, to determine the point from which the take­
one directly into the wind that is over trees. If these conditions off should be initiated to ensure the maximum amount of
exist, consider the possibility of making the initial phase of available area, and finally, how to maneuver the helicopter
the approach crosswind over the open area and then turn­ing best from the landing point to the proposed take­off position.
into the wind for the final portion of the approach.
If wind conditions and available area permit, the heli­
Always operate the helicopter as close to its normal capabilities copter should be brought to a hover, turned around, and
as possible, taking into consideration the situation at hand. In hovered forward from the landing position to the take­off
all confined area operations, with the exception of a pinnacle position. Under certain conditions, sideward flight to the
operation (see next section, Takeoff), the angle of descent takeoff position may be preferred, but rearward flight may
should be no steeper than necessary to clear any barrier with be necessary, stopping often while moving to check on the
the tail rotor in the approach path and still land on the selected location of obstacles relative to the tail rotor.
spot. The angle of climb on takeoff should be normal, or not
steeper than necessary to clear any bar­rier. Clearing a barrier by When planning the takeoff, consider the direction of the wind,
a few feet and maintaining normal operating rpm, with perhaps obstructions, and forced landing areas. To help fly up and
a reserve of power, is better than clearing a barrier by a wide over an obstacle, form an imaginary line from a point on the
mar­gin but with a dangerously low rpm and no power reserve. leading edge of the helicopter to the highest obstacle to be
cleared. Fly this line of ascent with enough power to clear
Always make the landing to a specific point and not to some the obstacle by a safe distance. After clearing the obstacle,
general area. This point should be located well forward, maintain the power setting and accelerate to the normal climb
away from the approach end of the area. The more confined speed. Then, reduce power to the normal climb power setting.
the area is, the more essential it is that the helicopter land
precisely at a definite point. Keep this point in sight during Common Errors
the entire final approach.
1. Failure to perform, or improper performance of, a high
or low reconnaissance.
When flying a helicopter near obstacles, always consider
the tail rotor. A safe angle of descent over bar­riers must be 2. Approach angle that is too steep or too shal­low for the
established to ensure tail rotor clearance of all obstructions. existing conditions.
After coming to a hover, avoid turning the tail into obstructions. 3. Failing to maintain proper rpm.

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 4. Failure to consider emergency landing areas. Groundspeed during a pinnacle approach is more difficult to
5. Failure to select a specific landing spot. judge because visual references are farther away than during
approaches over trees or flat terrain. Pilots must continually
6. Failure to consider how wind and turbulence could perceive the apparent rate of closure by observing the apparent
affect the approach. change in size of the landing zone features. Avoid the
7. Improper takeoff and climb technique for exist­ing misperception of an increasing rate of closure to the landing
conditions. site. The apparent rate of closure should be that of a brisk
walk. If a crosswind exists, remain clear of down-drafts on
8. Failure to maintain safe clearance distance from
the leeward or downwind side of the ridgeline. If the wind
obstructions.
velocity makes the crosswind landing hazardous, it may be
possible to make a low, coordinated turn into the wind just
Pinnacle and Ridgeline Operations
prior to terminating the approach. When making an approach
A pinnacle is an area from which the surface drops away to a pinnacle, avoid leeward turbulence and keep the helicopter
steeply on all sides. A ridgeline is a long area from which within reach of a forced landing area as long as possible.
the surface drops away steeply on one or two sides, such
as a bluff or precipice. The absence of obstacles does not On landing, take advantage of the long axis of the area when
necessarily decrease the difficulty of pinnacle or ridgeline wind conditions permit. Touchdown should be made in the
operations. Updrafts, downdrafts, and turbulence, together forward portion of the area. When approaching to land on
with unsuitable terrain in which to make a forced landing, pinnacles, especially manmade areas such as rooftop pads,
may still present extreme hazards. the pilot should determine the personnel access pathway to
the helipad and ensure that the tail rotor is not allowed to
Approach and Landing intrude into that walkway or zone. Parking or landing with the
If there is a need to climb to a pinnacle or ridgeline, do it on tail rotor off the platform ensures personnel safety. Always
the upwind side, when practicable, to take advantage of any per­form a stability check prior to reducing rpm to ensure
updrafts. The approach flightpath should be paral­lel to the the landing gear is on firm terrain that can safely support
ridgeline and into the wind as much as possi­ble. [Figure 10-9] the weight of the helicopter. Accomplish this by slowly
moving the cyclic and pedals while lowering the collective.
Load, altitude, wind conditions, and terrain features
If movement is detected, reposition the aircraft.
determine the angle to use in the final part of an approach.
As a general rule, the greater the winds are, the steeper the Takeoff
approach needs to be to avoid turbulent air and downdrafts.
A pinnacle takeoff is considered an airspeed over altitude
maneuver which can be made from the ground or from a
hover. Since pinnacles and ridgelines are generally higher
than the immediate surrounding terrain, gaining airspeed
on the takeoff is more important than gaining altitude. As
airspeed increases, the departure from the pinnacle becomes
more rapid, and helicopter time in the avoid area of the
height/velocity area decreases. [Figure 11-3] In addition
to covering unfavor­able terrain rapidly, a higher airspeed
affords a more favorable glide angle and thus contributes to
the chances of reaching a safe area in the event of a forced
landing. If a suitable forced landing area is not avail­able, a
higher airspeed also permits a more effective flare prior to
making an autorotative landing.

On takeoff, as the helicopter moves out of ground effect,

maintain altitude and accelerate to normal climb airspeed.
When normal climb speed is attained, estab­lish a normal
Figure 10-9. When flying an approach to a pinnacle or ridgeline, climb attitude. Never dive the helicopter down the slope after
avoid the areas where downdrafts are present, especially when clearing the pinnacle.
excess power is limited. If downdrafts are encountered, it may
become necessary to make an immediate turn away from the
pinnacle to avoid being forced into the rising terrain.

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Common Errors
1. Failing to perform, or improper performance of, a high
or low reconnaissance.
2. Flying the approach angle too steep or too shal­low for
the existing conditions.
3. Failing to maintain proper rpm.
4. Failing to consider emergency landing areas.
5. Failing to consider how wind and turbulence could
affect the approach and takeoff.
6. Failure to maintain pinnacle elevation after takeoff.
7. Failure to maintain proper approach rate of closure.
8. Failure to achieve climb airspeed in timely manner.

Chapter Summary
This chapter described advanced flight maneuvers such
as slope landings, confined area landings, and running
takeoffs. The correlation between helicopter performance
requirements, the environmental factors associated with
different flight techniques, and safety considerations were
also explained to familiarize the pilot with the measures that
can be taken when performing these maneuvers to mitigate
risks. Hazards associated with helicopter flight and certain
aerodynamic considerations were also discussed.

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