Rotorcraft Flying Handbook, FAA-H-8083-21

NORMAL APPROACH TO THE SURFACE
A normal approach to the surface or a no-hover landing is
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 helicopter
comes to a hover. The approach is the same as the
normal approach to a hover; however, instead of terminating
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 collective,
as necessary, to cushion the landing on the surface,
terminate in a skids-level attitude with no forward
movement.
COMMON ERRORS
1. Terminating at a hover, then making a vertical
landing.
2. Touching down with forward movement.
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
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.
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.
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