Ch 09.qxd 8/25/04 11:32 AM Page 9-3 Warning: During water operation, if there is any possibility that the tail rotor struck the water, do not attempt a takeoff. Although a tail rotor water strike may not show any visible evidence of damage, a tail rotor failure is likely to occur. The preflight inspection consists of the standard aircraft inspection with a few additional items associated with the floats. When performing a preflight inspection, follow the manufacturer’s recommenda- tions. A typical inspection of the floats includes: A helicopter on a hard surface has the friction of the skids or floats to counter the torque produced when the rotor is engaged. Therefore, you have more control over the helicopter if you can engage the rotors while it is sitting on a hard surface. On water, little or no anti- torque control is present until the rotor system has accelerated to approximately 50 percent of its normal operating r.p.m. A heavily loaded helicopter’s floats sit deeper in the water and create more resistance to the turning force than a lightly loaded helicopter. Thus a helicopter turns less when heavily loaded and more when lightly loaded. To overcome the spinning and to prevent drifting, tie the helicopter securely to a dock or to the shore using the fore and aft cross tubes if not otherwise indicated in the POH or RFM. If help is not available for casting off, it may be necessary to paddle to a clear location well away from the shoreline for a safe start. Wind and water currents may cause the helicopter to turn or drift a considerable distance before control is obtained. To compensate, use a starting position upwind and upcurrent of a clear area. Illusions of movement or non-movement can make it difficult to maintain a fixed position during rotor engagement and runup. Techniques to overcome these illusions are discussed later.  Where possible, it is usually more convenient and safer to hover taxi to the destination. However, due to power limits, local restrictions, noise, water spray, or creating a hazard to other vessels or people, it may be necessary to water taxi the helicopter. To taxi in water, maintain full rotor r.p.m. and use sufficient up collec- tive to provide responsive cyclic control to move the helicopter. Never bottom the collective pitch while the helicopter is in motion to avoid momentarily sinking the floats or capsizing the helicopter. Float equipped helicopters should be taxied with the nose in the direction of movement. Maximum taxi speed is attained when the bow wave around the nose of the floats rises slightly above the normal waterline. Beyond this speed, the bow wave flows over the front portion of the floats, and this severe drag may capsize the helicopter. When the helicopter is heavily loaded, it is restricted to a slower taxiing speed than when lightly loaded.When taxiing in small waves, point the helicopter into or at a slight angle to the waves. Never allow the helicopter to roll in the trough. In some instances, increasing collective can produce enough downwash to create a slight smoothing effect on wind- produced waves. A ground swell can be dangerous to the tail rotor while the helicopter is riding up and pitching over the swell. 9-3 ¥ Survival Equipment —Check the quantity and condition of survival equipment including flota- tion devices, liferafts, provisions, and signaling devices.  ¥S ecure —Ensure all equipment is secure and properly stowed including survival equipment, anchors, tiedowns, and paddles. If possible, stow items inside the helicopter that could become loose and fly into the rotors.  ¥ Float and Skid Freedom —In cold weather, it is common for floats and skids to freeze to the surface. Inspect the floats and skids for freedom of movement and obstructions. To help prevent this problem, try to park on a dry surface with proper drainage.  ¥ Float Stabilizer, if equipped—Examine the float stabilizer and other float related surfaces for security and condition. Any indication of water contact requires, at a minimum, a visual inspec- tion of the tail surfaces, tail boom, and mounts. Consult the aircraft’s maintenance manual for any additional required inspections. ¥V alve Checks —Check the air valves by filling the neck with water and watching for bubbles. Examine fittings for security and, if operated in salt water, inspect for corrosion. ¥ Inflation Check —Although proper inflation can be checked by hand feeling for equal pressure and firmness, a pressure gauge is the preferred method to check for the correct pressure listed in the POH or RFM. For flights to higher altitudes, adjust float pressure before takeoff so that maximum pressure is not exceeded, unless the floats are equipped with pressure relief valves.  ¥V isual Inspection —Examine the floats for cuts, abrasions, or other damage.  STARTING PREFLIGHT INSPECTION TAXIING AND HOVERING