diagram (position 4). During practice maneuvers, after having  climbed to an altitude of 50 feet, establish the normal climb  power setting and attitude. NOTE: It should be remembered that if a running takeoff is  necessary for most modern helicopters, the helicopter is very  close to, or has exceeded the maximum operating weight for  the conditions (i.e., temperature and altitude). The height/velocity parameters should be respected at all  times. The helicopter should be flown to a suitable altitude  to allow a safe acceleration in accordance with the height- velocity diagram. wheeled helicopter is sometimes used when conditions of  load and/or density altitude prevent a sustained hover at  normal hovering height. For wheeled helicopters, a rolling  takeoff is sometimes used to minimize the downwash  created during a takeoff from a hover. Avoid a running/ rolling maneuver if there is not sufficient power to hover,  at least momentarily. If the helicopter cannot be hovered,  its performance is unpredictable. If the helicopter cannot  be raised off the surface at all, sufficient power might not  be available to accomplish the maneuver safely. If a pilot  cannot momentarily hover the helicopter, wait for conditions  to improve or off-load some of the weight. To accomplish a safe running or rolling takeoff, the surface  area must be of sufficient length and smoothness, and there  cannot be any barriers in the flightpath to interfere with a  shallow climb. Refer to  Figure 10-2 . To begin the maneuver, first align the  helicopter to the takeoff path. Next, increase the throttle to  obtain takeoff rpm, and increase the collective smoothly  until the helicopter becomes light on the skids or landing  gear (position 1). If taking off from the water, ensure that  the floats are mostly out of the water. Then, move the cyclic  slightly forward of the neutral hovering position, and apply  additional collective to start the forward movement (position  2). To simulate a reduced power condition during practice,  use one to two inches less manifold pressure, or three to five  percent less torque than that required to hover. The landing  gear must stay aligned with the takeoff direction until the  helicopter leaves the surface to avoid dynamic rollover. This maneuver is used to decelerate from forward flight to a  hover. It is often used to abort takeoffs, to stop if something  blocks the helicopter flightpath, or simply to terminate an air  taxi maneuver, as mentioned in the Aeronautical Information  Manual (AIM). A quick stop is usually practiced on a runway,  taxiway, or over a large grassy area away from other traffic  or obstacles.  Maintain a straight ground track with lateral cyclic and  heading with antitorque pedals until a climb is established.  As effective translational lift is gained, the helicopter  becomes airborne in a fairly level attitude with little or no  pitching (position 3). Maintain an altitude to take advantage  of ground effect, and allow the airspeed to increase toward  normal climb speed. Then, follow a climb profile that takes  the helicopter through the clear area of the height-velocity  The maneuver requires a high degree of coordination of  all controls. It is practiced at a height that permits a safe  clearance between the tail rotor and the surface throughout  the maneuver, especially at the point where the pitch attitude  is highest. The height at completion should be no higher  than the maximum safe hovering height prescribed by that  particular helicopter’s manufacturer. In selecting a height at  which to begin the maneuver, take into account the overall  length of the helicopter and its height/velocity diagram. Even  though the maneuver is called a rapid deceleration or quick  stop, it is performed slowly and smoothly with the primary  emphasis on coordination.  During training, always perform this maneuver into the wind  [Figure 10-3, position 1] . After leveling off at an altitude  Figure 10-2.  Running/rolling takeoff.  10-4 1 2 3 4 Technique Rapid Deceleration or Quick Stop  Technique Common Errors 1. Failing to align heading and ground track to keep  surface friction to a minimum. 2.  Attempting to become airborne before obtaining  effective translational lift. 3.  Using too much forward cyclic during the surface run. 4.  Lowering the nose too much after becoming airborne,  resulting in the helicopter settling back to the surface. 5.  Failing to remain below the recommended altitude  until airspeed approaches normal climb speed.