1 2 3 Figure 10-7.  Slope takeoff.  Technique Common Errors Confined Area Operations Begin the takeoff by increasing rpm to the normal range with  the collective full down. Then, move the cyclic toward the  slope (frame 1). Holding the cyclic toward the direction of  the slope causes the downslope skid to rise as the pilot slowly  raises the collective (frame 2). As the skid comes up, move  the cyclic as necessary to maintain a level attitude in relation  to the horizon. If properly coordinated, the helicopter should  attain a level attitude as the cyclic reaches the neutral position.  At the same time, use antitorque pedal pressure to maintain  heading and throttle to maintain rpm. With the helicopter  level and the cyclic centered, pause momentarily to verify  everything is correct, and then gradually raise the collective  to complete the liftoff (frame 3). After reaching a hover,  avoid hitting the ground with the tail rotor by not turning the  helicopter tail upslope and gaining enough altitude to ensure  the tail rotor is clear. If an upslope wind exists, execute a  crosswind takeoff and then make a turn into the wind after  clearing the ground with the tail rotor. from a confined area that airplanes pilots do not. He or she  assumes the additional roles of the surveyor, engineer, and  manager when selecting an area to conduct operations. While  airplane pilots generally operate from known pre-surveyed  and improved landing areas, helicopter pilots fly into areas  never used before for helicopter operations. Generally,  takeoffs and landings should be made into the wind to obtain  maximum airspeed with minimum groundspeed. The pilot  should begin with as nearly accurate an altimeter setting as  possible to determine the altitude. There are several things to consider when operating in  confined areas. One of the most important is maintaining  a clearance between the rotors and obstacles forming the  confined area. The tail rotor deserves special consideration  because, in some helicopters, it is not always visible from  the cabin. This not only applies while making the approach,  but also while hovering. Another consideration is that wires  are especially difficult to see; however, their supporting  devices, such as poles or towers, serve as an indication of  their presence and approximate height. If any wind is present,  expect some turbulence.  [Figure 10-8]  Something else to consider is the availability of forced  landing areas during the planned approach. Think about  the possibility of flying from one alternate landing area to  another throughout the approach, while avoiding unfavorable  areas. Always leave a way out in case the landing cannot be  completed, or a go-around is necessary. During the high reconnaissance, the pilot needs to formulate  a takeoff plan as well. The heights of obstacles need to be  determined. It is not good practice to land in an area and  then determine that insufficient power exists to depart.  Generally, more power is required to take off than to land  so the takeoff criteria is most crucial. Fixing the departure  azimuth or heading on the compass is a good technique to  use. This ensures that the pilot is able to take off over the  preselected departure path when it is not visible while sitting  in the confined area. A confined area is an area where the flight of the helicopter  is limited in some direction by terrain or the presence of  obstructions, natural or manmade. For example, a clearing  in the woods, a city street, a road, a building roof, etc., can  each be regarded as a confined area. The helicopter pilot  has added responsibilities when conducting operations  1.  Failing to adjust cyclic control to keep the helicopter  from sliding down slope. 2.  Failing to maintain proper rpm. 3.  Holding excessive cyclic into the slope as the down  slope skid is raised. 4.  Failure to maintain heading, resulting in a turning or  pivoting motion. 5.  Turning the tail of the helicopter into the slope during  takeoff. 10-9