5. Touching down at an excessive groundspeed for
the existing conditions. (Some helicopters have
maximum touchdown groundspeeds.)
6. Failing to touch down in a level attitude.
7. Failing to maintain proper r.p.m. during and after
touchdown.
8. Poor directional control during touchdown.
SLOPE OPERATIONS
Prior to conducting any slope operations, you should
be thoroughly familiar with the characteristics of
dynamic rollover and mast bumping, which are dis-
cussed in Chapter 11—Helicopter Emergencies. 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, you should anticipate
turbulence and downdrafts.
SLOPE LANDING
You usually land 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, 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 spot of intended landing
(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 lateral cyclic in the direction of the slope
(frame 2). This holds the skid against the slope while
you continue lowering the downslope skid with the col-
lective. As you lower the collective, continue to move
the cyclic toward the slope to maintain a fixed position
(frame 3). The slope must be shallow enough so you
can hold the helicopter against it with the cyclic during
the entire landing. A slope of 5° is considered maxi-
mum for normal operation of most helicopters.
You should be aware of any abnormal vibration or mast
bumping that signals maximum cyclic deflection. If
this occurs, abandon the landing because the slope is
too steep. In most helicopters with a counterclockwise
rotor system, landings can be made on steeper slopes
when you are 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, you should 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 r.p.m. should be
maintained until the full weight of the helicopter is on
the landing gear. This ensures adequate r.p.m. 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 r.p.m., move the cyclic control as neces-
sary to check that the helicopter is firmly on the
ground.
COMMON ERRORS
1. Failure to consider wind effects during the
approach and landing.
2. Failure to maintain proper r.p.m. throughout the
entire maneuver.
3. Turning the tail of the helicopter into the slope.
4. Lowering the downslope skid or wheel too rapidly.
5. 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
Figure 10-6. Slope landing.
be considered during the takeoff. Planning should
include suitable forced landing areas.
TECHNIQUE
Begin the takeoff by increasing r.p.m. to the normal
range with the collective full down. Then, move the
cyclic toward the slope (frame 1). Holding cyclic
toward the slope causes the downslope skid to rise as
you slowly raise the collective (frame 2). As the skid
comes up, move the cyclic toward the neutral position.
If properly coordinated, the helicopter should attain a
level attitude as the cyclic reaches the neutral position.
At the same time, use antitorque pedal pressure to
maintain heading and throttle to maintain r.p.m. With
the helicopter level and the cyclic centered, pause
momentarily to verify everything is correct, and then
gradually raise the collective to complete the liftoff
(frame 3).
After reaching a hover, take care to avoid hitting the
ground with the tail rotor. If an upslope wind exists,
execute a crosswind takeoff and then make a turn into
the wind after clearing the ground with the tail rotor.
COMMON ERRORS
1. Failure to adjust cyclic control to keep the heli-
copter from sliding downslope.
2. Failure to maintain proper r.p.m.
3. Holding excessive cyclic into the slope as the
downslope skid is raised.
4. Turning the tail of the helicopter into the slope
during takeoff.
CONFINED AREA OPERATIONS
A confined area is an area where the flight of the heli-
copter is limited in some direction by terrain or the
presence of obstructions, natural or manmade. For
example, a clearing in the woods, a city street, a road, a
building roof, etc., can each be regarded as a confined
area. Generally, takeoffs and landings should be made
into the wind to obtain maximum airspeed with mini-
mum groundspeed.
There are several things to consider when operating in
confined areas. One of the most important is maintaining
a clearance between the rotors and obstacles forming the
confined area. The tail rotor deserves special considera-
tion because, in some helicopters, you cannot always see
it from the cabin. This not only applies while making the
approach, but while hovering as well. Another consider-
ation is that wires are especially difficult to see;
however, their supporting devices, such as poles or
towers, serve as an indication of their presence and
approximate height. If any wind is present, you should
also expect some turbulence. [Figure 10-8]
Something else for you to consider is the availability of
forced landing areas during the planned approach. You
should think about the possibility of flying from one
alternate landing area to another throughout the
approach, while avoiding unfavorable areas. Always
leave yourself a way out in case the landing cannot be
completed or a go-around is necessary.
APPROACH
A high reconnaissance should be completed before ini-
tiating the confined area approach. Start the approach
phase using the wind and speed to the best possible
advantage. Keep in mind areas suitable for forced land-
ing. It may be necessary to choose between an
Figure 10-7. Slope takeoff.
Wind
Figure 10-8. If the wind velocity is 10 knots or greater, you
should expect updrafts on the windward side and downdrafts
on the lee side of obstacles. You should plan the approach
with these factors in mind, but be ready to alter your plans if
the wind speed or direction changes.
approach that is crosswind, but over an open area, and
one directly into the wind, but over heavily wooded or
extremely rough terrain where a safe forced landing
would be impossible. If these conditions exist, consider
the possibility of making the initial phase of the
approach crosswind over the open area and then turn-
ing into the wind for the final portion of the approach.
Always operate the helicopter as close to its normal
capabilities as possible, taking into consideration the
situation at hand. In all confined area operations, with
the exception of the pinnacle operation, the angle of
descent should be no steeper than necessary to clear
any barrier in the approach path and still land on the
selected spot. The angle of climb on takeoff should be
normal, or not steeper than necessary to clear any bar-
rier. Clearing a barrier by a few feet and maintaining
normal operating r.p.m., with perhaps a reserve of
power, is better than clearing a barrier by a wide mar-
gin but with a dangerously low r.p.m. and no power
reserve.
Always make the landing to a specific point and not to
some general area. This point should be located well
forward, away from the approach end of the area. The
more confined the area, the more essential it is that you
land the helicopter precisely at a definite point. Keep
this point in sight during the entire final approach.
When flying a helicopter near obstructions, always
consider the tail rotor. A safe angle of descent over bar-
riers must be established to ensure tail rotor clearance
of all obstructions. After coming to a hover, take care
to avoid turning the tail into obstructions.
TAKEOFF
A confined area takeoff is considered an altitude over
airspeed maneuver. Before takeoff, make a ground
reconnaissance to determine the type of takeoff to be
performed, to determine the point from which the take-
off should be initiated to ensure the maximum amount
of available area, and finally, how to best maneuver the
helicopter from the landing point to the proposed take-
off position.
If wind conditions and available area permit, the heli-
copter should be brought to a hover, turned around, and
hovered forward from the landing position to the take-
off position. Under certain conditions, sideward flight
to the takeoff position may be necessary. If rearward
flight is required to reach the takeoff position, place
reference markers in front of the helicopter in such a
way that a ground track can be safely followed to the
takeoff position. In addition, the takeoff marker should
be located so that it can be seen without hovering
beyond it.
When planning the takeoff, consider the direction of
the wind, obstructions, and forced landing areas. To
help you fly up and over an obstacle, you should form
an imaginary line from a point on the leading edge of
the helicopter to the highest obstacle to be cleared. Fly
this line of ascent with enough power to clear the
obstacle by a safe distance. After clearing the obstacle,
maintain the power setting and accelerate to the normal
climb speed. Then, reduce power to the normal climb
power setting.
COMMON ERRORS
1. Failure to perform, or improper performance of, a
high or low reconnaissance.
2. Flying the approach angle at too steep or too shal-
low an approach for the existing conditions.
3. Failing to maintain proper r.p.m.
4. Failure to consider emergency landing areas.
5. Failure to select a specific landing spot.
6. Failure to consider how wind and turbulence
could affect the approach.
7. Improper takeoff and climb technique for exist-
ing conditions.
PINNACLE AND RIDGELINE
OPERATIONS
A pinnacle is an area from which the surface drops
away steeply on all sides. A ridgeline is a long area
from which the surface drops away steeply on one or
two sides, such as a bluff or precipice. The absence of
obstacles does not necessarily lessen the difficulty of
pinnacle or ridgeline operations. Updrafts, downdrafts,
and turbulence, together with unsuitable terrain in
which to make a forced landing, may still present
extreme hazards.
APPROACH AND LANDING
If you need to climb to a pinnacle or ridgeline, do it on
the upwind side, when practicable, to take advantage of
any updrafts. The approach flight path should be paral-
lel to the ridgeline and into the wind as much as possi-
ble. [Figure 10-9]
Load, altitude, wind conditions, and terrain features
determine the angle to use in the final part of an
approach. As a general rule, the greater the winds, the
steeper the approach needs to be to avoid turbulent air
and downdrafts. Groundspeed during the approach is
Altitude over Airspeed—In this type of maneuver, it is more important
to gain altitude than airspeed. However, unless operational considera-
tions dictate otherwise, the crosshatched or shaded areas of the
height/velocity diagram should be avoided.
more difficult to judge because visual references are
farther away than during approaches over trees or flat
terrain. If a crosswind exists, remain clear of down-
drafts on the leeward or downwind side of the
ridgeline. If the wind velocity makes the crosswind
landing hazardous, you may be able to make a low,
coordinated turn into the wind just prior to terminating
the approach. When making an approach to a pinnacle,
avoid leeward turbulence and keep the helicopter
within reach of a forced landing area as long as
possible.
On landing, take advantage of the long axis of the area
when wind conditions permit. Touchdown should be
made in the forward portion of the area. Always per-
form a stability check, prior to reducing r.p.m., to
ensure the landing gear is on firm terrain that can safely
support the weight of the helicopter.
TAKEOFF
A pinnacle takeoff is an airspeed over altitude maneu-
ver 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. The
higher the airspeed, the more rapid the departure from
slopes of the pinnacle. In addition to covering unfavor-
able 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 avail-
able, 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, estab-
lish a normal climb attitude. Never dive the helicopter
down the slope after clearing the pinnacle.
COMMON ERRORS
1. Failure to perform, or improper performance of, a
high or low reconnaissance.
2. Flying the approach angle at too steep or too shal-
low an approach for the existing conditions.
3. Failure to maintain proper r.p.m.
4. Failure to consider emergency landing areas.
5. Failure to consider how wind and turbulence
could affect the approach and takeoff.
Figure 10-9. When flying an approach to a pinnacle or ridge-
line, avoid the areas where downdrafts are present, espe-
cially when excess power is limited. If you encounter
downdrafts, it may become necessary to make an immediate
turn away from the pinnacle to avoid being forced into the
rising terrain.
Airspeed over Altitude—This means that in this maneuver, obstacles
are not a factor, and it is more important to gain airspeed than altitude.