The maneuvers presented in this chapter require more
finesse and understanding of the helicopter and the
surrounding environment. When performing these
maneuvers, you will probably be taking your helicopter
to the edge of the safe operating envelope. Therefore, if
you are ever in doubt about the outcome of the maneuver,
you should abort the mission entirely or wait for more
favorable conditions.
RECONNAISSANCE PROCEDURES
Anytime you are planning to land or takeoff at an unfa-
miliar site, you should gather as much information as
you can about the area. Reconnaissance techniques are
ways of gathering this information.
HIGH RECONNAISSANCE
The purpose of a high reconnaissance is to determine
the wind direction and speed, a point for touchdown,
the suitability of the landing area, the approach and
departure axes, obstacles and their effect on wind pat-
terns, and the most suitable flight paths into and out of
the area. When conducting a high reconnaissance, 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.
You must strike a balance between a reconnaissance
conducted too high and one too low. It should not be
flown so low that you have to divide your 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, slopes,
and small crevices. If everything is alright, you can
complete the approach to a landing. However, you must
make the decision to land or go-around before effective
translational lift is lost.
If a decision is made to complete the approach, termi-
nate it in a hover, so you can carefully check the
landing point 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 r.p.m. until
you have checked the stability of the helicopter 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, you must select a route that will
get your helicopter from its present position to the take-
off point.
Some things to consider while formulating a takeoff
plan are the aircraft load, height of obstacles, the shape
of the area, and direction of the wind. If the helicopter is
heavily loaded, you must 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. You should also evaluate the
shape of the area so that you can pick a path that will
give you the most room to maneuver and abort the take-
off if necessary. 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. One way to determine the
wind direction is to drop some dust or grass, and
observe which way it is blowing. Keep in mind that if
the main rotor is turning, you will need to be a sufficient
distance from the helicopter to ensure that the down-
wash of the blades does not give you a false indication.
If possible, you should walk the route from the helicop-
ter to the takeoff position. Evaluate obstacles that could
be hazardous and ensure that you will have adequate
rotor clearance. Once at the downwind end of the avail-
able area, mark a position for takeoff so that the tail and
main rotors have sufficient clearance from any obstruc-
tions behind the helicopter. Use a sturdy marker, such
as a heavy stone or log, so it does not blow away.
MAXIMUM PERFORMANCE TAKEOFF
A maximum performance takeoff is used to climb at a
steep angle to clear barriers in the flight path. It can be
used when taking off from small areas surrounded by
high obstacles. Before attempting a maximum
performance takeoff, you must know thoroughly the
capabilities and limitations of your equipment. You
must also consider the wind velocity, temperature, alti-
tude, gross weight, center-of-gravity location, and
other factors affecting your technique and the perform-
ance of the helicopter.
To safely accomplish this type of takeoff, there must be
enough power to hover, in order to prevent the helicop-
ter from sinking back to the surface after becoming
airborne. This 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 take-
off depends on existing conditions. The more critical
the conditions, such as high density altitudes, calm
winds, and high gross weights, the shallower the angle
of climb. 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,
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.
You should also perform a balance and flight control
check and note the position of the cyclic. Then 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. You should also consider
alternate routes in case you are not able to complete the
maneuver. [Figure 10-1]
Begin the takeoff by getting the helicopter light on the
skids (position 1). Pause and neutralize all aircraft move-
ment. Slowly increase the collective and position the
cyclic so as to break ground in a 40 knot attitude. This is
approximately the same attitude as when the helicopter is
light on the skids. Continue to slowly increase the collec-
tive until the maximum power available is reached. 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 flight path and, therefore, climb angle during the
maneuver (position 3). Maintain rotor r.p.m. at its maxi-
mum, and do not allow it to decrease since you would
probably have 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 reduce power
(position 5). As in any maximum performance maneuver,
the techniques you use affect the actual results. Smooth,
coordinated inputs coupled with precise control allow the
helicopter to attain its maximum performance.
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 r.p.m.
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 a skid-type helicopter or a rolling
takeoff in a wheeled helicopter is sometimes used when
conditions of load and/or density altitude prevent a sus-
tained hover at normal hovering altitude. However, you
should not attempt this maneuver if you do not have
sufficient power to hover, at least momentarily. If the
helicopter cannot be hovered, its performance is unpre-
dictable. If the helicopter cannot be raised off the
surface at all, sufficient power might not be available
to safely accomplish the maneuver. If you cannot
momentarily hover the helicopter, you must 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 flight path to
interfere with a shallow climb.
For wheeled helicopters, a rolling takeoff is sometimes
used to minimize the downwash created during a take-
off from a hover. Figure 10-1. Maximum performance takeoff.
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 r.p.m., and increase the collec-
tive smoothly until the helicopter becomes light on the
skids or landing gear (position 1). 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.
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 you through the clear area of the height/velocity
diagram (position 4). During practice maneuvers, after
you have climbed to an altitude of 50 feet, establish the
normal climb power setting and attitude.
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 (QUICK STOP)
In normal operations, use the rapid deceleration or quick
stop maneuver to slow the helicopter rapidly and bring
it to a stationary hover. The maneuver requires a high
degree of coordination of all controls. It is practiced at
an altitude that permits a safe clearance between the tail
rotor and the surface throughout the maneuver, espe-
cially at the point where the pitch attitude is highest.
The altitude at completion should be no higher than the
maximum safe hovering altitude prescribed by the man-
ufacturer. In selecting an altitude at which to begin the
maneuver, you should take into account the overall
length of the helicopter and the 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.
TECHNIQUE
During training always perform this maneuver into the
wind. [Figure 10-3, position 1] After leveling off at an
altitude between 25 and 40 feet, depending on the man-
ufacturer’s recommendations, accelerate to the desired
entry speed, which is approximately 45 knots for most
training helicopters (position 2). The altitude you
choose should be high enough to avoid danger to the
tail rotor during the flare, but low enough to stay out of
the crosshatched or shaded areas of the height/velocity
diagram throughout the maneuver. In addition, this
altitude should be low enough that you can bring the
helicopter to a hover during the recovery.
Figure 10-2. Running/rolling takeoff.
Figure 10-3. Rapid deceleration or quick stop.
At position 3, initiate the deceleration by applying aft
cyclic to reduce forward speed. Simultaneously, lower
the collective, as necessary, to counteract any climbing
tendency. The timing must be exact. If you apply too
little down collective for the amount of aft cyclic
applied, a climb results. If you apply too much down
collective, a descent results. A rapid application of aft
cyclic requires an equally rapid application of down
collective. As collective pitch is lowered, apply proper
antitorque pedal pressure to maintain heading, and
adjust the throttle to maintain r.p.m.
After attaining the desired speed (position 4), initiate
the recovery by lowering the nose and allowing the hel-
icopter to descend to a normal hovering altitude in level
flight and zero groundspeed (position 5). During the
recovery, increase collective pitch, as necessary, to stop
the helicopter at normal hovering altitude, adjust the
throttle to maintain r.p.m., and apply proper pedal pres-
sure, as necessary, to maintain heading.
COMMON ERRORS
1. Initiating the maneuver by applying down
collective.
2. Initially applying aft cyclic stick too rapidly,
causing the helicopter to balloon.
3. Failing to effectively control the rate of decelera-
tion to accomplish the desired results.
4. Allowing the helicopter to stop forward motion
in a tail-low attitude.
5. Failing to maintain proper r.p.m.
6. Waiting too long to apply collective pitch (power)
during the recovery, resulting in excessive mani-
fold pressure or an over-torque situation when
collective pitch is applied rapidly.
7. Failing to maintain a safe clearance over the
terrain.
8. Improper use of antitorque pedals resulting in
erratic heading changes.
STEEP APPROACH TO A HOVER
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 15° is considered a steep
approach. [Figure 10-4]
TECHNIQUE
On final approach, head your helicopter into the wind
and align it with the intended touchdown point at the
recommended approach airspeed (position 1). When
you intercept an approach angle of 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, you need to 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. As in a normal approach,
reference the touchdown point on the windshield to
determine changes in approach angle. This point is in
a lower position than a normal approach. Aft cyclic is
required to decelerate sooner than 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. Use a crab
above 50 feet and a slip below 50 feet for any cross-
wind that might be present.
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. Terminate the
approach at hovering altitude above the intended land-
ing point with zero groundspeed (position 4). If power
has been properly applied during the final portion of
the approach, very little additional power is required in
the hover.
15ϒ Descent
Figure 10-4. Steep approach to a hover.
Balloon—Gaining an excessive amount of altitude as a result of an
abrupt flare.
COMMON ERRORS
1. Failing to maintain proper r.p.m. during the entire
approach.
2. Improper use of collective 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. Inability to determine when effective transla-
tional lift is lost.
6. Failing to arrive at hovering altitude and attitude,
and zero groundspeed almost simultaneously.
7. Low r.p.m. 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.
SHALLOW APPROACH AND
RUNNING/ROLL-ON LANDING
Use a shallow approach and running landing when a
high-density altitude or 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, you can also use a
roll-on landing to minimize the effect of downwash.
The glide angle for a shallow approach is approxi-
mately 5°. Since the helicopter will be sliding or rolling
to a stop during this maneuver, the landing area must
be smooth and long enough to accomplish this task.
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 you lower the collective, maintain heading with
proper antitorque pedal pressure, and r.p.m. 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 smoothly coordinated, 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 heading
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
tailboom and the rotor disc. You should also use the
cyclic to maintain the surface track. (position 4). You
normally hold the collective stationary until the heli-
copter stops; however, if you want more braking action,
you can lower the collective slightly. Keep in mind that
due to the increased ground friction when you lower the
collective, the helicopter’s nose might pitch forward.
Exercise caution not to correct this pitching movement
with aft cyclic since this movement could result in the
rotor making contact with the tailboom. During the
landing, maintain normal r.p.m. 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. Insufficient collective and throttle to cushion
landing.
3. Failing to add proper antitorque pedal as collec-
tive is added to cushion landing, resulting in a
touchdown while the helicopter is moving side-
ward.
4. Failing to maintain a speed that takes advantage
of effective translational lift.
5ϒ Descent
Figure 10-5. Shallow approach and running landing.