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 heli- copter comes to a hover. The approach is the same as the normal approach to a hover; however, instead of termi- nating at a hover, continue the approach to touchdown. Touchdown should occur with the skids level, zero groundspeed, and a rate of descent approaching zero. As the helicopter nears the surface, increase the collec- tive, as necessary, to cushion the landing on the sur- face, terminate in a skids-level attitude with no forward movement. 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. A go-around is a procedure for remaining airborne after an intended landing is discontinued. A go-around may be necessary when: 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 deci- sion 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. 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 down- wash 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. 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 peri- ods. There are three ways to determine the noise abate- ment 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 infor- mation on local procedures. Third, there may be infor- mation for you to read in the pilot’s lounge, or even signs posted next to a runway that will advise you on local procedures. NORMAL APPROACH TO THE SURFACE TECHNIQUE: COMMON ERRORS AFTER LANDING AND SECURING CROSSWIND DURING APPROACHES NOISE ABATEMENT PROCEDURES GO-AROUND 1. Terminating at a hover, then making a vertical landing. 2. Touching down with forward movement. 3. Approaching too slow, requiring the use of exces- sive power during the termination. 4. Approaching too fast, causing a hard landing. • Instructed by the control tower. • Traffic conflict occurs. 9-20