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3. Approaching too slow, requiring the use of excessive
power during the termination.
4. Approaching too fast, causing a hard landing.
CROSSWIND DURING APPROACHES
During a crosswind approach, you should crab into the
wind. At approximately 50 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
counteract each other. Maintain the heading and ground
track with the antitorque pedals. This technique should
be used on any type of crosswind approach, whether it is
a shallow, normal, or steep approach.
GO-AROUND
Ago-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.
A good rule of thumb to use during an approach is to
make a go-around if the helicopter is in a position from
which it is not safe to continue the approach. Anytime
you feel an approach is uncomfortable, incorrect, or
potentially dangerous, abandon the approach. The decision
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
you initiate the go-around, power is at a low setting.
Therefore, your first response is to increase collective to
takeoff power. This movement is coordinated with the
throttle to maintain r.p.m., and the proper antitorque pedal
to control heading. Then, establish a climb attitude and
maintain climb speed to go around for another approach.
AFTER LANDING AND SECURING
When the flight is terminated, park the helicopter
where it will not interfere with other aircraft and not
be a hazard to people during shutdown. Rotor downwash
can cause damage to other aircraft in close
proximity, and spectators may not realize the danger
or see the rotors turning. Passengers should remain in
the helicopter with their seats belts secured until the
rotors have stopped turning. During the shutdown
and postflight inspection, follow the manufacturer’s
checklist. Any discrepancies found should be noted
and, if necessary, reported to maintenance personnel.
NOISE ABATEMENT PROCEDURES
The FAA, in conjunction with airport operators and
community leaders, is now using noise abatement
procedures to reduce the level of noise generated by
aircraft departing over neighborhoods that are near
airports. The airport authority may simply request that
you use a designated runway, wind permitting. You
also may be asked to restrict some of your operations,
such as practicing landings, during certain time periods.
There are three ways to determine the noise abatement
procedure at an airport. First, if there is a control
tower on the field, they will assign the preferred noise
abatement runway or takeoff direction to you. Second,
you can check the Airport/Facility Directory for information
on local procedures. Third, there may be information
for you to read in the pilot’s lounge, or even
signs posted next to a runway that will advise you on
local procedures.
10-1
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 unfamiliar
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 patterns,
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 reconnaissance
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
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