To accomplish this type of takeoff safely, there must be  enough power to hover out of ground effect (OGE) in order  to prevent the helicopter from sinking back to the surface  after becoming airborne. A hover power check can be used to  determine if there is sufficient power available to accomplish  this maneuver. to lift off in a 40-knot attitude. This is approximately  the same attitude as when the helicopter is light on the  skids. Continue to increase the collective slowly until the  maximum power available is reached (takeoff power is  normally 10 percent above power required for hover). 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  flightpath and, therefore, climb angle during the maneuver  (position 3). Maintain rotor rpm at its maximum, and do  not allow it to decrease since you would probably need 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 power setting (position 5). As  in any maximum performance maneuver, the techniques  used affect the actual results. Smooth, coordinated inputs  coupled with precise control allow the helicopter to attain  its maximum performance. The angle of climb for a maximum performance takeoff  depends on existing conditions. The more critical the  conditions are, such as high-density altitudes, calm winds,  and high gross weights, the shallower the angle of climb is. 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 beginning 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. An acceptable method when departing from an area that does  not allow for a takeoff with forward airspeed is to perform a  vertical takeoff. This technique allows the pilot to descend  vertically back into the confined area if the helicopter  does not have the performance to clear the surrounding  obstacles. During this maneuver, the helicopter must climb  vertically and not be allowed to accelerate forward until the  surrounding obstacles have been cleared. If not, a situation  may develop where the helicopter does not have sufficient  climb performance to avoid obstructions and may not have  power to descend back to the takeoff point. The vertical  takeoff might not be as efficient as the climbing profile but  is much easier to abort from a vertical position directly over  the landing point. The vertical takeoff, however, places the  helicopter in the  avoid  area of the height/velocity diagram  for a longer time. This maneuver requires hover OGE power  to accomplish. Before attempting a maximum performance takeoff,  reposition the helicopter to the most downwind area to allow a  longer takeoff climb, then 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.  Also, perform a balance and flight control check and note  the position of the cyclic. If the takeoff path allows, 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. Also consider alternate routes in case the maneuver is  not possible.  [Figure 10-1] Begin the takeoff by getting the helicopter light on the skids  (position 1). Pause and neutralize all aircraft movement.  Slowly increase the collective and position the cyclic  A running takeoff in helicopter with fixed landing gear,  such as skids, skis or floats, or a rolling takeoff in a  Figure 10-1.  Maximum performance takeoff.  1 2 3 4 5 10-3 Running/Rolling Takeoff Common Errors Technique 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 rpm. 4.  Abrupt control movements. 5.  Failure to resume normal climb power and airspeed  after clearing the obstacle.