SL Helicopter Flying Handbook/Advanced Flight Maneuvers

SECTION 9. Advanced Flight Maneuvers

1 Reconnaissance Procedures

Reconnaissance procedures are used to gather more information about an unfamiliar site, particularly an off-airport site, before attempting a landing.

1.1 High Reconnaissance

The goal of high reconnaissance is to gather information about a site including wind direction and speed, identify a suitable touchdown site, identify a suitable approach path and suitable abort paths, and identify any obstacles in the area that might present a hazard. The pilot should also consider potential emergency landing spots in the event of an engine failure during the approach.

High reconnaissance should be conducted at high enough altitude to have a good view of the planned landing area, as well as be able to make an emergency landing in the event of an emergency. Fly a circular path around the planned landing area that is at about a 45 degree angle from the helicopter (see SECTION 8. Basic Flight Maneuvers - Turns_Around_a_Point). Evaluate the landing area during the maneuver, but do not become so focused on the landing area that you lose situational awareness on the aircraft.

1.2 Low Reconnaissance

A low reconnaissance is performed on the approach to the landing area. Continue to evaluate the suitability of the area, and look for anything you may have missed during the high reconnaissance. If the pilot determines that the area is safe, the approach can be continued to landing. However, any decision to abort should be made before the helicopter goes below ETL.

If a decision to land has been made, terminate the approach in a hover. Carefully evaluate the suitability of the surface as you set down, and keep the helicopter at full operating RPM until sure that the surface is secure. Once the pilot is sure that the helicopter is stable, a normal shutdown can be conducted.

1.3 Ground Reconnaissance

Prior to departing an unfamiliar location, the pilot should carefully analyze the surrounding area. Identify the best departure path, and make note of any hazards in the area. Consider the direction and speed of the wind, any obstacles, the weight and expected takeoff performance of the aircraft and any obstacles. Also consider the surface area and any nearby hazards that may come into contact with the tail rotor during pick up.

2 Maximum Performance Takeoffs

A maximum performance takeoff is a takeoff at a steeper than normal angle so as to be able to clear nearby obstacles. It can be used when departing from a small confined area. While in some cases a vertical takeoff may be necessary, it should be avoided when possible so as to reduce the risk due to a potential engine failure during the maneuver.

Before attempting the technique, reposition the helicopter in a hover to the most downwind area to maximize the available takeoff path. Bring the helicopter and note the available power by checking difference between the power required the hover, and the maximum available power as indicated by the red line on the manifold pressure gauge (for piston helicopters), or torque gauge (for turbine helicopters). Orient the helicopter in the direction of departure, and set back down before beginning the takeoff.

Use the following procedure for the takeoff:

1. Begin by pulling collective to get the helicopter light on the skids. Neutralize any drift or rotation with cyclic and pedals.
2. Smoothly continue to pull collective, and pitch forward with cyclic for a 40-knot attitude.
3. Continue to raise collective until the maximum available power is reached (red line on the manifold pressure or torque gauge).
4. Use cyclic as necessary to control the flight path, while monitoring rotor RPM to ensure that it does not drop.
5. Once the obstacle has been cleared (or at 50 feet, when conducting the maneuver as a training exercise), reduce collective and resume a normal climb.

If it becomes clear that the helicopter will not clear the obstacle, abort the procedure, and land back at the starting location.

Common Errors

1. Failure to consider aircraft performance capabilities
2. Nose too low on pickup resulting in forward speed too quickly
3. Failure to maintain rotor RPM
4. Abrupt control movements
5. Failure to resume normal climb after clearing the obstacle

3 Running/Rolling Takeoff

A running takeoff with skids or wheels is sometimes performed when the aircraft is heavily loaded, or high density altitude conditions prevent a sustained hover. Avoid a running takeoff if the helicopter cannot be hovered at least momentarily. If the helicopter cannot lift off at all, then there may not be sufficient power for this maneuver.

Begin the maneuver by aligning the helicopter with the takeoff path. Next increase collective until helicopter becomes light on the skids. Then push the cyclic slightly forward of neutral and apply just a touch more collective so that the helicopter begins to slide across the surface. As the helicopter begins to move, use pedals to steer so as to maintain a straight path. As the helicopter passes through ETL, it should naturally transition into a climb. Climb out as normal once breaking from the ground, being sure to maintain speed above ETL.

The maneuver may be practiced by selecting a power limit (manifold pressure or torque) beyond which collective will not be pulled. Attempt to complete the power without exceeding that limit.

Common Errors

1. Failing to align heading and ground track to minimize surface friction
2. Attempting to become airborne before reaching ETL
3. Using too much forward cyclic during surface run
4. Using too aggressive cyclic after breaking from the ground

4 Rapid Deceleration or Quick-Stop

Figure 1: Quick-Stop

The quick-stop is a maneuver to quickly bring the helicopter to a stop from forward flight. It can be used to abort a takeoff in the event an obstacle is observed during a takeoff, or to simple terminate an air taxi. Quick-stops are normally practiced over a taxiway or runway, away from other traffic.

A quick-stop requires careful coordination of all flight controls. It should be practiced at a safe enough height to have adequate clearance between the ground and the tail rotor. When practicing the maneuver use an air taxi height of 20 to 50 feet, and a forward speed of about 50 knots. Then follow the following technique as shown in the Figure 1:

1. Begin by applying smooth aft cyclic simultaneous with down collective to avoid ballooning when you pull the cyclic back. Apply right pedal as necessary to prevent any yaw as you reduce collective.
2. As the helicopter slows continue adding aft cyclic and down collective.
3. As the helicopter nears a stop, begin to level the helicopter, and apply up collective as necessary to slow the descent.
4. Bring the helicopter to a stationary hover once completely stopped.

Common Errors

1. Initiating the maneuver by lowering the collective without aft cyclic
2. Applying aft cyclic too quickly or without down collective allowing the helicopter to balloon
3. Failing to keep the aircraft aligned with direction of travel with pedals
4. Allowing helicopter to stop with an excessively tail low attitude
5. Failing to maintain rotor RPM
6. Failing to use the collective after stopping forward speed and allowing the helicopter to descend too rapidly

5 Steep Approaches

A steep approach can be used when landing is to a confined area, and obstacles in the area may prevent a normal approach. A steep approach is normally conducted at a 13º to 15º angle.

The procedure is essentially the same as for a normal landing, except you should slow to approximately 30 knots and maintain the speed through the descent. Care must be taken not to allow the conditions for vortex ring state to develop. In particular, do not let the airspeed drop below 30 knots until landing is assured.

In some aircraft, the landing point may not be visible due to the steepness of the approach. The pilot must learn to use additional cues to help them gauge the landing point.

Common Errors

1. Failing to maintain RPM throughout the maneuver
2. Improperly using collective to maintain angle of descent
3. Failing to make pedal adjustments to compensate for collective changes
4. Slowing airspeed excessively to avoid overshooting and going below ETL while still at altitude
5. Using too much aft cyclic near the surface which may result in a tail strike

6 Shallow Approach and Run-on Landings

TBD

7 Slope Landings

TBD