Takeoff leg (into the wind)1
Final approach leg5
Crosswind leg 2
Base leg4
Downwind leg3
Wind
Figure 9-19. A standard helicopter traffic pattern consists of right
turns, has 5 designated legs, and is flown at 500' AGL.
A normal airplane traffic pattern is rectangular, has five named
legs, and a designated altitude, usually 1,000 feet AGL. While
flying the traffic pattern, pilots should always keep in mind
noise abatement rules and flying friendly to avoid dwellings
and livestock. A pattern in which all turns are to the left is
called a standard pattern. [Figure 9-18] The takeoff leg (item
1) normally consists of the aircraft’s flightpath after takeoff.
This leg is also called the departure leg. Turn to the crosswind
leg (item 2) after passing the departure end of the runway when
at a safe altitude. Fly the downwind leg (item 3) parallel to the
runway at the designated traffic pattern altitude and distance
from the runway. Begin the base leg (item 4) at a point selected
according to other traffic and wind conditions. If the wind is
very strong, begin the turn sooner than normal. If the wind
is light, delay the turn to base. The final approach (item 5)
is the path the air craft flies immediately prior to touchdown.
Flying a fixed wing traffic pattern at 1,000 feet AGL upon
the request of ATC should not be a problem for a helicopter
unless conducting specific maneuvers that require specific
altitudes. There are variations at different localities and at
airports with operating control towers. For example, ATC
may have airplanes in a left turn pattern (as airplane pilots
are usually seated in the left), seat and a right turn pattern for
helicopters (as those pilots are usually in the right seat). This
arrangement affords the best view from each of the respective
cockpits. Always consult the Airport/Facility Directory for
the traffic pattern procedures at your airport/heliport.
When approaching an airport with an operating control tower
in a helicopter, it is possible to expedite traffic by stating
intentions. The communication consists of:
1. The helicopter’s call sign, “Helicopter 8340J.”
2. The helicopter’s position, “10 miles west.”
3. The “request for landing and hover to ...”
To avoid the flow of fixed-wing traffic, the tower often
clears direct to an approach point or to a particular runway
intersection nearest the destination point. At uncontrolled
airports, if at all possible, adhere to standard practices and
patterns.
Traffic pattern entry procedures at an airport with an operating
control tower are specified by the controller. At uncontrolled
airports, traffic pattern altitudes and entry procedures may
vary according to established local procedures. Helicopter
pilots should be aware of the standard airplane traffic
pattern and avoid it. Generally, helicopters make a lower
altitude pattern opposite from the fixed wing pattern and
make their approaches to some point other than the runway
in use by the fixed wing traffic. Chapter 7 of the Airplane
flying Handbook, FAA-H-8083-3 discusses this in greater
detail. For information concerning traffic pattern and landing
direction, utilize airport advisory service or UNICOM, when
available.
The standard departure procedure when using the fixed-
wing traffic pattern is usually a straight-out, down wind, or
right-hand departure. When a control tower is in operation,
request the type of departure desired. In most cases, helicopter
departures are made into the wind unless obstacles or traffic
dictate otherwise. At airports without an operating control
tower, comply with the departure procedures established for
that airport, if any.
A helicopter traffic pattern is flown at 500-1,000 feet AGL
depending on considerations such as terrain, obstacles, and
other aircraft traffic. [Figure 9-19] This keeps the helicopter
out of the flow of fixed-wing traffic. A helicopter may take
off from a helipad into the wind with a turn to the right after
300 feet AGL or as needed to be in range of forced landing
areas. When 500 feet AGL is attained, a right turn to parallel
the takeoff path is made for the downwind. Then, as the
intended landing point is about 45 degrees behind the abeam
position of the helicopter, a right turn is made, and a descent
is begun from downwind altitude to approximately 300 feet
AGL for a base leg.
As the helicopter nears the final approach path, the turn to
final should be made considering winds and obstructions.
Depending on obstructions and forced landing areas, the final
approach may need to be accomplished from as high as 500
feet AGL. The landing area should always be in sight and
the angle of approach should never be too high (indicating
that the base leg is too close) to the landing area or too low
(indicating that the landing area is too far away).
Approaches
An approach is the transition from traffic pattern alti tude
to either a hover or to the surface. The approach should
Imaginary centerline
Reference point
Wind
Figure 9-20. Plan the turn to final so the helicopter rolls out on an
imaginary extension of the centerline for the final approach path.
This path should neither angle to the landing area, as shown by
the helicopter on the left, nor require an S-turn, as shown by the
helicopter on the right.
terminate at the hover altitude with the rate of descent and
groundspeed reaching zero at the same time. Approaches
are categorized according to the angle of descent as normal,
steep, or shallow. In this chapter, concentration is on the
normal approach. Steep and shallow approaches are discussed
in the next chapter.
Use the type of approach best suited to the existing conditions.
These conditions may include obstacles, size and surface of
the landing area, density altitude, wind direction and speed,
and weight. Regardless of the type of approach, it should
always be made to a specific, predetermined landing spot.
Normal Approach to a Hover
A normal approach uses a descent angle of between 7° and
12°.
Technique
On final approach, at the recommended approach airspeed
and at approximately 300 feet AGL, the helicopter should
be on the correct ground track (or ground alignment) for the
intended landing site, but the axis of the helicopter does not
have to be aligned until about 50-100 feet AGL to facilitate
a controlled approach. [Figure 9-20] Just prior to reaching
the desired approach angle, begin the approach by lowering
the collective sufficiently to get the helicopter decelerating
and descending down the approach angle. With the decrease
in the collective, the nose tends to pitch down, requiring
aft cyclic to maintain the recommended approach airspeed
attitude. Adjust antitorque pedals, as necessary, to maintain
trim. Pilots should visualize the angle from the landing
point to the middle of the skids or landing gear underneath
them in the cockpit and maneuver the helicopter down that
imaginary slope until the helicopter is at a hover centered
over the landing point or touching down centered on the
landing point. The most important standard for a normal
approach is maintaining a consistent angle of approach to
the termination point. The collective controls the angle of
approach. Use the cyclic to control the rate of closure or how
fast the helicopter is moving towards the touchdown point.
Maintain entry airspeed until the apparent groundspeed and
rate of closure appear to be increasing. At this point, slowly
begin decelerating with slight aft cyclic, and smoothly lower
the collective to maintain approach angle. Use the cyclic to
maintain a rate of closure equivalent to a brisk walk.
At approximately 25 knots, depending on wind, the helicopter
begins to lose effective translational lift. To compensate for
loss of effective translational lift, increase the collective to
maintain the approach angle, while maintaining the proper
rpm. The increase of collective pitch tends to make the nose
rise, requiring forward cyclic to maintain the proper rate of
closure.
As the helicopter approaches the recommended hover
altitude, increase the collective sufficiently to maintain the
hover. Helicopters require near maximum power to land
because the inertia of the helicopter in a descent must be
overcome by lift in the rotor system. At the same time, apply
aft cyclic to stop any forward movement while controlling
the heading with antitorque pedals.
Common Errors
1. Failing to maintain proper rpm during the entire
approach.
2. Improper use of the collective in controlling the angle
of descent.
3. Failing to make antitorque pedal corrections to
compensate for collective changes during the
approach.
4. Maintaining a constant airspeed on final approach
instead of an apparent brisk walk.
5. Failing to simultaneously arrive at hovering height
and attitude with zero groundspeed.
6. Low rpm in transition to the hover at the end of the
approach.
7. Using too much aft cyclic close to the surface, which
may result in tail rotor strikes.
8. Failure to crab above 100’AGL and slip below
100’AGL.
Normal Approach to the Surface
A normal approach to the surface or a no-hover landing is
often used if loose snow or dusty surface conditions exist.
These situations could cause severely restricted visibility, or
the engine could possibly ingest debris when the heli copter
comes to a hover. The approach is the same as the normal
approach to a hover; however, instead of termi nating at a
hover, continue the approach to touchdown. Touchdown
should occur with the skids level, zero groundspeed, and a
rate of descent approaching zero.
Technique
As the helicopter nears the surface, increase the collec tive, as
necessary, to cushion the landing on the sur face, terminate in
a skids-level attitude with no forward movement.
Common Errors
1. Terminating to a hover, and then making a vertical
landing.
2. Touching down with forward movement.
3. Approaching too slow, requiring the use of exces sive
power during the termination.
4. Approaching too fast, causing a hard landing
5. Not maintaining skids aligned with direction of travel
at touchdown. Any movement or misalignment of the
skids or gear can induce dynamic rollover
Crosswind During Approaches
During a crosswind approach, crab into the wind. At
approximately 50-100 feet of altitude, use a slip to align the
fuselage with the ground track. The rotor is tilted into the
wind with cyclic pressure so that the sideward movement
of the helicopter and wind drift counteracts each other.
Maintain the heading and ground track with the antitorque
pedals. Under crosswind approaches, ground track is always
controlled by the cyclic movement. The heading of the
helicopter in hovering maneuvers is always controlled by
the pedals. The collective controls power, which is altitude
at a hover. This technique should be used on any type of
crosswind approach, whether it is a shallow, normal, or
steep approach.
Go-Around
A go-around is a procedure for remaining airborne after
an intended landing is discontinued. A go-around may be
necessary when:
• Instructed by the control tower.
• Traffic conflict occurs.
• The helicopter is in a position from which it is not
safe to continue the approach. Any time an approach
is uncomfortable, incorrect, or potentially dangerous,
abandon the approach. The deci sion to make a go-
around should be positive and initiated before a critical
situation develops. When the decision is made, carry it
out without hesitation. In most cases, when initiating
the go-around, power is at a low setting. Therefore,
the first response is to increase collective to takeoff
power. This movement is coordinated with the throttle
to maintain rpm, and with the proper antitorque pedal
to control heading. Then, establish a climb attitude
and maintain climb speed to go around for another
approach.
Chapter Summary
This chapter introduced basic flight maneuvers and the
techniques to perform each of them. Common errors and why
they happen were also described to help the pilot achieve a
better understanding of the maneuver.
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.
Advanced Flight Maneuvers
Chapter 10
Reconnaissance Procedures
When planning to land or takeoff at an unfa miliar site,
gather as much information as possible about the area.
Reconnaissance techniques are ways of gathering this
information.
High Reconnaissance
The purpose of conducting a high reconnaissance is to
determine direction and speed of the wind, a touchdown
point, suitability of the landing area, approach and departure
axes, and obstacles for both the approach and departure.
The pilot should also give particular consideration to forced
landing areas in case of an emergency.
Altitude, airspeed, and flight pattern for a high recon naissance
are governed by wind and terrain features. It is important to
strike a balance between a reconnaissance conducted too high
and one too low. It should not be flown so low that a pilot
must divide attention between studying the area and avoiding
obstructions to flight. A high reconnaissance should be flown
at an alti tude of 300 to 500 feet above the surface. A general
rule to follow is to ensure that sufficient altitude is available
at all times to land into the wind in case of engine fail ure. In
addition, a 45° angle of observation generally allows the best
estimate of the height of barriers, the presence of obstacles,
the size of the area, and the slope of the terrain. Always
maintain safe altitudes and air speeds and keep a forced
landing area within reach whenever possible.
Low Reconnaissance
A low reconnaissance is accomplished during the approach to
the landing area. When flying the approach, verify what was
observed in the high recon naissance, and check for anything
new that may have been missed at a higher altitude, such as
wires and their supporting structures (poles, towers, etc.),
slopes, and small crevices. If the pilot determines that the
area chosen is safe to land in, the approach can be continued.
However, the decision to land or go around must be made
prior to decelerating below effective translational lift (ETL),
or before descending below the barriers surrounding the
confined area.
If a decision is made to complete the approach, termi nate
the landing to a hover in order to check the landing point
carefully before lowering the helicopter to the surface.
Under certain conditions, it may be desirable to continue
the approach to the surface. Once the heli copter is on the
ground, maintain operating revolutions per minute (rpm)
until the stability of the helicopter has been checked to be
sure it is in a secure and safe position.
Ground Reconnaissance
Prior to departing an unfamiliar location, make a detailed
analysis of the area. There are several factors to consider
during this evaluation. Besides determining the best departure
path and identifying all hazards in the area, select a route that
gets the helicopter from its present position to the take off
point while avoiding all hazards, especially to the tail rotor
and landing gear.
Some things to consider while formulating a takeoff plan
are the aircraft load, height of obstacles, the shape of the
area, direction of the wind, and surface conditions. Surface
conditions can consist of dust, sand and snow, as well as
mud and rocks. Dust landings and snow landings can lead
to a brownout or whiteout condition, which is the loss of
the horizon reference. Disorientation may occur, leading to
ground contact, often with fatal results. Taking off or landing
on uneven terrain, mud, or rocks can cause the tail rotor to
strike the surface or if the skids get caught can lead to dynamic
rollover. If the helicopter is heavily loaded, determine if there
is sufficient power to clear the obstacles. Sometimes it is better
to pick a path over shorter obstacles than to take off directly
into the wind. Also evaluate the shape of the area so that a path
can be chosen that will provide you the most room to maneuver
and abort the take off if necessary. Positioning the helicopter
at the most downwind portion of the confined area gives the
pilot the most distance to clear obstacles.
Wind analysis also helps determine the route of takeoff.
The prevailing wind can be altered by obstructions on
the departure path and can significantly affect aircraft
performance. There are several ways to check the wind
direction before taking off. One technique is to watch the tops
of the trees; another is to look for any smoke in the area. If
there is a body of water in the area, look to see which way the
water is rippling. If wind direction is still in question revert
to the last report that was received by either the Automatic
Terminal Information Service (ATIS) or airport tower.
Maximum Performance Takeoff
A maximum performance takeoff is used to climb at a steep
angle to clear barriers in the flightpath. It can be used when
taking off from small areas surrounded by high obstacles.
Allow for a vertical takeoff, although not preferred, if
obstruction clearance could be in doubt. Before attempting
a maximum performance takeoff, know thoroughly the
capabilities and limitations of the equipment. Also consider
the wind velocity, temperature, density alti tude, gross weight,
center of gravity (CG) location, and other factors affecting
pilot technique and the perform ance of the helicopter.
Figure 10-1. Maximum performance takeoff.
To accomplish this type of takeoff safely, there must be
enough power to hover out of ground effect (OGE) in order
to prevent the helicopter from sinking back to the surface
after becoming airborne. A hover power check can be used to
deter mine if there is sufficient power available to accomplish
this maneuver.
The angle of climb for a maximum performance takeoff
depends on existing conditions. The more critical the
conditions are, such as high-density altitudes, calm winds,
and high gross weights, the shallower the angle of climb is. In
light or no wind conditions, it might be necessary to operate
in the crosshatched or shaded areas of the height/velocity
diagram during the begin ning of this maneuver. Therefore,
be aware of the calculated risk when operating in these areas.
An engine failure at a low altitude and airspeed could place
the helicopter in a dangerous position, requiring a high degree
of skill in making a safe autorotative landing.
Technique
Before attempting a maximum performance takeoff,
reposition the helicopter to the most downwind area to allow a
longer takeoff climb, then bring the helicopter to a hover, and
determine the excess power available by noting the difference
between the power available and that required to hover.
Also, perform a balance and flight control check and note
the position of the cyclic. If the takeoff path allows, position
the helicopter into the wind and return the helicopter to the
surface. Normally, this maneuver is initiated from the surface.
After checking the area for obstacles and other aircraft, select
reference points along the takeoff path to maintain ground
track. Also consider alternate routes in case the maneuver is
not possible. [Figure 10-1]
Begin the takeoff by getting the helicopter light on the skids
(position 1). Pause and neutralize all aircraft movement.
Slowly increase the collective and position the cyclic
to lift off in a 40-knot attitude. This is approximately
the same attitude as when the helicopter is light on the
skids. Continue to increase the collec tive slowly until the
maximum power available is reached (takeoff power is
normally 10 percent above power required for hover). This
large collective movement requires a substantial increase
in pedal pressure to maintain heading (position 2). Use the
cyclic, as necessary, to control movement toward the desired
flightpath and, therefore, climb angle during the maneuver
(position 3). Maintain rotor rpm at its maxi mum, and do
not allow it to decrease since you would probably need to
lower the collective to regain it. Maintain these inputs until
the helicopter clears the obstacle, or until reaching 50 feet
for demonstration purposes (position 4). Then, establish a
normal climb attitude and power setting (position 5). As
in any maximum performance maneuver, the techniques
used affect the actual results. Smooth, coordinated inputs
coupled with precise control allow the helicopter to attain
its maximum performance.
An acceptable method when departing from an area that does
not allow for a takeoff with forward airspeed is to perform a
vertical takeoff. This technique allows the pilot to descend
vertically back into the confined area if the helicopter
does not have the performance to clear the surrounding
obstacles. During this maneuver, the helicopter must climb
vertically and not be allowed to accelerate forward until the
surrounding obstacles have been cleared. If not, a situation
may develop where the helicopter does not have sufficient
climb performance to avoid obstructions and may not have
power to descend back to the takeoff point. The vertical
takeoff might not be as efficient as the climbing profile but
is much easier to abort from a vertical position directly over
the landing point. The vertical takeoff, however, places the
helicopter in the avoid area of the height/velocity diagram
for a longer time. This maneuver requires hover OGE power
to accomplish.
Common Errors
1. Failure to consider performance data, including height-
velocity diagram.
2. Nose too low initially causing horizontal flight rather
than more vertical flight.
3. Failure to maintain maximum permissible rpm.
4. Abrupt control movements.
5. Failure to resume normal climb power and air speed
after clearing the obstacle.
Running/Rolling Takeoff
A running takeoff in helicopter with fixed landing gear,
such as skids, skis or floats, or a rolling takeoff in a
1 2 3
Figure 10-2. Running/rolling takeoff.
wheeled helicopter is sometimes used when conditions of
load and/or density altitude prevent a sus tained hover at
normal hovering height. For wheeled helicopters, a rolling
takeoff is sometimes used to minimize the downwash
created during a takeoff from a hover. Avoid a running/
rolling maneuver if there is not sufficient power to hover,
at least momentarily. If the helicopter cannot be hovered,
its performance is unpredictable. If the helicopter cannot
be raised off the surface at all, sufficient power might not
be available to accomplish the maneuver safely. If a pilot
cannot momentarily hover the helicopter, wait for conditions
to improve or off-load some of the weight.
To accomplish a safe running or rolling takeoff, the sur face
area must be of sufficient length and smoothness, and there
cannot be any barriers in the flightpath to interfere with a
shallow climb.
Technique
Refer to Figure 10-2. To begin the maneuver, first align the
helicopter to the takeoff path. Next, increase the throttle to
obtain takeoff rpm, and increase the collec tive smoothly
until the helicopter becomes light on the skids or landing
gear (position 1). If taking off from the water, ensure that
the floats are mostly out of the water. Then, move the cyclic
slightly forward of the neutral hovering position, and apply
additional collective to start the forward movement (position
2). To simulate a reduced power condition during practice,
use one to two inches less manifold pressure, or three to five
percent less torque than that required to hover. The landing
gear must stay aligned with the takeoff direction until the
helicopter leaves the surface to avoid dynamic rollover.
Maintain a straight ground track with lateral cyclic and
heading with antitorque pedals until a climb is established.
As effective translational lift is gained, the helicopter
becomes airborne in a fairly level attitude with little or no
pitching (position 3). Maintain an altitude to take advan tage
of ground effect, and allow the airspeed to increase toward
normal climb speed. Then, follow a climb profile that takes
the helicopter through the clear area of the height-velocity
diagram (position 4). During practice maneuvers, after having
climbed to an altitude of 50 feet, establish the normal climb
power setting and attitude.
NOTE: It should be remembered that if a running takeoff is
necessary for most modern helicopters, the helicopter is very
close to, or has exceeded the maximum operating weight for
the conditions (i.e., temperature and altitude).
The height/velocity parameters should be respected at all
times. The helicopter should be flown to a suitable altitude
to allow a safe acceleration in accordance with the height-
velocity diagram.
Common Errors
1. Failing to align heading and ground track to keep
surface friction to a minimum.
2. Attempting to become airborne before obtaining
effective translational lift.
3. Using too much forward cyclic during the surface run.
4. Lowering the nose too much after becoming air borne,
resulting in the helicopter settling back to the surface.
5. Failing to remain below the recommended altitude
until airspeed approaches normal climb speed.
Rapid Deceleration or Quick Stop
This maneuver is used to decelerate from forward flight to a
hover. It is often used to abort takeoffs, to stop if something
blocks the helicopter flightpath, or simply to terminate an air
taxi maneuver, as mentioned in the Aeronautical Information
Manual (AIM). A quick stop is usually practiced on a runway,
taxiway, or over a large grassy area away from other traffic
or obstacles.
Technique
The maneuver requires a high degree of coordination of
all controls. It is practiced at a height that permits a safe
clearance between the tail rotor and the surface throughout
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
though the maneuver is called a rapid deceleration or quick
stop, it is performed slowly and smoothly with the primary
emphasis on coordination.
During training, always perform this maneuver into the wind
[Figure 10-3, position 1] . After leveling off at an altitude
1 2 3 4
Figure 10-3. Rapid deceleration or quick stop.
between 25 and 40 feet, depending upon the manufacturer’s
recommendations, accelerate to the desired entry speed,
which is approximately 45 knots for most training helicopters
(position 2). The altitude chosen should be high enough to
avoid danger to the tail rotor during the flare, but low enough
to stay out of the hazardous areas of that helicopter’s height-
velocity diagram throughout the maneuver. In addition, this
altitude should be low enough that the helicopter can be
brought to a hover during the recovery.
At position 3, initiate the deceleration by applying aft cyclic
to reduce forward groundspeed. Simultaneously, lower the
collective, as necessary, to counteract any climbing tendency.
The timing must be exact. If too little collective is taken out
for the amount of aft cyclic applied, the helicopter climbs. If
too much downward collective is applied, the helicopter will
descend. A rapid application of aft cyclic requires an equally
rapid application of down collective. As collective is lowered,
apply proper antitorque pedal pressure to maintain heading,
and adjust the throttle to maintain rpm. The G loading on the
rotor system depends on the pitch-up attitude. If the attitude is
too high, the rotor system may stall and cause the helicopter
to impact the surface.
After attaining the desired speed (position 4), initiate the
recovery by lowering the nose and allowing the helicopter
to descend to a normal hovering height in level flight and
zero groundspeed (position 5). During the recovery, increase
collective pitch, as necessary, to stop the helicopter at normal
hovering height, adjust the throttle to maintain rpm, and apply
proper antitorque pedal pressure, as necessary, to maintain
heading. During the maneuver, visualize rotating about the
tail rotor’s horizontal axis until a normal hovering height is
reached.
Common Errors
1. Initiating the maneuver by lowering the collective
without aft cyclic pressure to maintain altitude.
2. Initially applying aft cyclic stick too rapidly, causing
the helicopter to balloon (climb).
3. Failing to effectively control the rate of deceleration
to accomplish the desired results.
4. Allowing the helicopter to stop forward motion in a
tail-low attitude.
5. Failing to maintain proper rotor rpm.
6. Waiting too long to apply collective pitch (power)
during the recovery, resulting in an overtorque
situation when collective pitch is applied rapidly.
7. Failing to maintain a safe clearance over the terrain.
8. Using antitorque pedals improperly, resulting in erratic
heading changes.
9. Using an excessively nose-high attitude.
Steep Approach
A steep approach is used primarily when there are obstacles
in the approach path that are too high to allow a normal
approach. A steep approach permits entry into most confined
areas and is sometimes used to avoid areas of turbulence
around a pinnacle. An approach angle of approximately 13°
to 15° is considered a steep approach. [Figure 10-4] Caution
must be exercised to avoid the parameters for vortex ring
state (20–100 percent of available power applied, airspeed
of less than 10 knots, and a rate of descent greater than 300
feet per minute (fpm)). For additional information on vortex
ring state (formerly referenced as settling-with-power), refer
to Chapter 11, Helicopter Emergencies and Hazards.
15° Approach angle
Figure 10-4. Steep approach to a hover.
Technique
On final approach, maintain track with the intended
touchdown point and into the wind as much as possible at the
recommended approach airspeed [Figure 10-4, position 1].
When intercepting an approach angle of 13° to 15°, begin
the approach by lowering the collective sufficiently to start
the helicopter descending down the approach path and
decelerating (position 2). Use the proper antitorque pedal for
trim. Since this angle is steeper than a normal approach angle,
reduce the collective more than that required for a normal
approach. Continue to decelerate with slight aft cyclic and
smoothly lower the collective to maintain the approach angle.
The intended touchdown point may not always be visible
throughout the approach, especially when landing to a hover.
Pilots must learn to cue in to other references that are parallel
to the intended landing area that will help them maintain
ground track and position.
Constant management of approach angle and airspeed is
essential to any approach. Aft cyclic is required to decelerate
sooner than with a normal approach, and the rate of closure
becomes apparent at a higher altitude. Maintain the approach
angle and rate of descent with the collective, rate of closure
with the cyclic, and trim with antitorque pedals.
The helicopter should be kept in trim just prior to loss of
effective translational lift (approximately 25 knots). Below
100 feet above ground level (AGL), the antitorque pedals
should be adjusted to align the helicopter with the intended
touchdown point. Visualize the location of the tail rotor
behind the helicopter and fly the landing gear to 3 feet above
the intended landing point. In small confined areas, the pilot
must precisely position the helicopter over the intended
landing area. Therefore, the approach must stop at that point.
Loss of effective translational lift occurs higher in a steep
approach (position 3), requiring an increase in the collective
to prevent settling, and more forward cyclic to achieve
the proper rate of closure. Once the intended landing area
is reached, terminate the approach to a hover with zero
groundspeed (position 4). If the approach has been executed
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.
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
as the helicopter descends below the barriers.
Common Errors
1. Failing to maintain proper rpm during the entire
approach.
2. Using collective improperly in maintaining the
selected angle of descent.
3. Failing to make antitorque pedal corrections to
compensate for collective pitch changes during the
approach.
4. Slowing airspeed excessively in order to remain on
the proper angle of descent.
5. Failing to determine when effective transla tional lift
is being lost.
6. Failing to arrive at hovering height and attitude, and
zero groundspeed almost simultaneously.
7. Utilizing low rpm in transition to the hover at the end
of the approach.
8. Using too much aft cyclic close to the surface, which
may result in the tail rotor striking the sur face.
9. Failure to align landing gear with direction of travel
no later than beginning of loss of translational lift.
Shallow Approach and Running/Roll-On
Landing
Use a shallow approach and running landing when a
high-density altitude, a high gross weight condition, or
some combination thereof, is such that a normal or steep
approach cannot be made because of insufficient power
to hover. [Figure 10-5] To compensate for this lack of
power, a shallow approach and running landing makes
use of translational lift until surface contact is made. If
flying a wheeled helicopter, a roll-on landing can be used
1 2 3 4
5° Approach angle
Figure 10-5. Shallow approach and running landing.
to minimize the effect of downwash. The glide angle for a
shallow approach is approximately 3° to 5°. This angle is
similar to the angle used on an instrument landing system
(ILS) approach. Since the helicopter is sliding or rolling
to a stop during this maneuver, the landing area should
be smooth, and the landing gear must be aligned with the
direction of travel to prevent dynamic rollover and must be
long enough to accomplish this task. After landing, ensure
that the pitch of the rotor blades is not too far aft as the main
rotor blades could contact the tailboom.
Technique
A shallow approach is initiated in the same manner as the
normal approach except that a shallower angle of descent is
maintained. The power reduction to initiate the desired angle
of descent is less than that for a normal approach since the
angle of descent is less (position 1).
As the collective is lowered, maintain heading with proper
antitorque pedal pressure and rpm with the throttle. Maintain
approach airspeed until the apparent rate of closure appears
to be increasing. Then, begin to slow the helicopter with aft
cyclic (position 2).
As in normal and steep approaches, the primary control
for the angle and rate of descent is the collective, while the
cyclic primarily controls the groundspeed. However, there
must be a coordination of all the con trols for the maneuver
to be accomplished successfully. The helicopter should
arrive at the point of touchdown at or slightly above effective
translational lift. Since translational lift diminishes rapidly
at slow airspeeds, the deceleration must be coordinated
smoothly, at the same time keeping enough lift to prevent
the helicopter from settling abruptly.
Just prior to touchdown, place the helicopter in a level
attitude with the cyclic, and maintain heading with the
antitorque pedals. Use the cyclic to keep the direction of
travel and ground track identical (position 3). Allow the
helicopter to descend gently to the surface in a straight- and-
level attitude, cushioning the landing with the collective.
After surface contact, move the cyclic slightly forward to
ensure clearance between the tail boom and the rotor disk.
Use the cyclic to maintain the surface track (position 4).
A pilot normally holds the collective stationary until the
helicopter stops; however, to get more braking action, lower
the collective slightly.
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
an abrupt stop and the nose might pitch forward. Exercise
caution not to correct this pitching movement with aft cyclic,
which could result in the rotor making contact with the tail
boom. An abrupt stop may also cause excessive transmission
movement resulting in the transmission contacting its mount.
During the landing, maintain normal rpm with the throttle
and directional control with the antitorque pedals.
For wheeled helicopters, use the same technique except
after landing, lower the collective, neutralize the controls,
and apply the brakes, as necessary, to slow the helicopter.
Do not use aft cyclic when bringing the helicopter to a stop.
Common Errors
1. Assuming excessive nose-high attitude to slow the
helicopter near the surface.
2. Utilizing insufficient collective and throttle to cushion
a landing.
3. Failure to maintain heading resulting in a turning or
pivoting motion.
4. Failure to add proper antitorque pedal as collec tive is
added to cushion landing, resulting in a touchdown
while the helicopter is moving sideward.
5. Failure to maintain a speed that takes advantage of
effective translational lift.
6. Touching down at an excessive groundspeed for the
existing conditions. (Some helicopters have maximum
touchdown groundspeeds.)
7. Failure to touch down in the appropriate attitude
necessary for a safe landing. Appropriate attitude is
based on the type of helicopter and the landing gear
installed.
8. Failure to maintain proper rpm during and after
touchdown.
9. Maintaining poor alignment with direction of travel
during touchdown.
Slope Operations
Prior to conducting any slope operations, be thoroughly
familiar with the characteristics of dynamic rollover and
mast bumping, which are discussed in Chapter 11, Helicopter
1 2 3 4
Figure 10-6. Slope landing.
Emergencies and Hazards. The approach to a slope is similar
to the approach to any other landing area. During slope
operations, make allowances for wind, barriers, and forced
landing sites in case of engine failure. Since the slope may
constitute an obstruction to wind passage, anticipate turbulence
and downdrafts.
Slope Landing
A pilot usually lands a helicopter across the slope rather than
with the slope. Landing with the helicopter facing down
the slope or downhill is not recommended because of the
possibility of striking the tail rotor on the surface.
Technique
Refer to Figure 10-6. At the termination of the approach, if
necessary, move the helicopter slowly toward the slope, being
careful not to turn the tail upslope. Position the helicopter
across the slope at a stabilized hover headed into the wind
over the intended landing spot (frame 1). Downward pressure
on the collective starts the helicopter descending. As the
upslope skid touches the ground, hesitate momentarily in a
level attitude, then apply slight lateral cyclic in the direction
of the slope (frame 2). This holds the skid against the slope
while the pilot continues lowering the downslope skid with
the col lective. As the collective is lowered, continue to move
the cyclic toward the slope to maintain a fixed position (frame
3) The slope must be shallow enough to hold the helicopter
against it with the cyclic during the entire landing. A slope of
5° is recommended maximum for training in most helicopters.
However, additional training to the manufacturer’s
limitations may be required. Consult the Rotorcraft Flight
Manual (RFM) or Pilot’s Operating Handbook (POH) for
the specific limitations of the helicopter being flown.
Be aware of any abnormal vibration or mast bumping that
signals maximum cyclic deflection. If helicopter mast
moment or slope limits are reached before the helicopter
is firmly on the ground, return the helicopter to a hover.
Select a new area with a lesser degree of slope. In most
helicopters with a counterclockwise rotor system, landings
can be made on steeper slopes when holding the cyclic to the
right. When landing on slopes using left cyclic, some cyclic
input must be used to overcome the translating tendency.
If wind is not a factor, consider the drifting tendency when
determining landing direction.
After the downslope skid is on the surface, reduce the
collective to full down, and neutralize the cyclic and pedals
(frame 4). Normal operating rpm should be maintained
until the full weight of the helicopter is on the landing gear.
This ensures adequate rpm for immediate takeoff in case the
helicopter starts sliding down the slope. Use antitorque pedals
as necessary throughout the landing for heading control.
Before reducing the rpm, move the cyclic control as neces sary
to check that the helicopter is firmly on the ground.
Common Errors
1. Failing to consider wind effects during the approach
and landing.
2. Failing to maintain proper rpm throughout the entire
maneuver.
3. Failure to maintain heading resulting in a turning or
pivoting motion.
4. Turning the tail of the helicopter into the
slope.
5. Lowering the downslope skid or wheel too rapidly.
6. Applying excessive cyclic control into the slope,
causing mast bumping.
Slope Takeoff
A slope takeoff is basically the reverse of a slope land ing.
[Figure 10-7] Conditions that may be associated with the
slope, such as turbulence and obstacles, must be considered
during the takeoff. Planning should include suitable forced
landing areas.