When performing slope takeoff and landing maneu- vers, follow the published procedures and keep the roll rates small. Slowly raise the downslope skid or wheel to bring the helicopter level, and then lift off. During landing, first touch down on the upslope skid or wheel, then slowly lower the downslope skid or wheel using combined movements of cyclic and collective. If the helicopter rolls approximately 5 to 8° to the upslope side, decrease collective to correct the bank angle and return to level attitude, then start the landing procedure again. develops a roll rate with one skid/wheel on the ground, the helicopter can roll over on its side.  The following lists several areas to help you avoid dynamic rollover. The collective is more effective in controlling the rolling motion than lateral cyclic, because it reduces the main rotor thrust (lift). A smooth, moderate collective reduc- tion, at a rate less than approximately full up to full down in two seconds, is adequate to stop the rolling motion. Take care, however, not to dump collective at too high a rate, as this may cause a main rotor blade to strike the fuselage. Additionally, if the helicopter is on a slope and the roll starts to the upslope side, reducing collective too fast may create a high roll rate in the opposite direction. When the upslope skid/wheel hits the ground, the dynamics of the motion can cause the helicopter to bounce off the upslope skid/wheel, and the inertia can cause the helicopter to roll about the downslope ground contact point and over on its side. [Figure 11-8] The collective should not be pulled suddenly to get air- borne, as a large and abrupt rolling moment in the opposite direction could occur. Excessive application of collective can result in the upslope skid rising suffi- ciently to exceed lateral cyclic control limits. This movement may be uncontrollable. If the helicopter F Figure 11-8. Downslope rolling motion. 11-9 11. During a takeoff from a slope, if the upslope skid/wheel starts to leave the ground before the downslope skid/wheel, smoothly and gently 10. Do not allow the cyclic limits to be reached. If the cyclic control limit is reached, further lowering of the collective may cause mast bumping. If this occurs, return to a hover and select a landing point with a lesser degree of slope. 9. If the helicopter utilizes interconnecting fuel lines that allow fuel to automatically transfer from one side of the helicopter to the other, the gravitational flow of fuel to the downslope tank could change the center of gravity, resulting in a different amount of cyclic control application to obtain the same lateral result. 8. If passengers or cargo are loaded or unloaded, the lateral cyclic requirement changes. 7. When the left skid/wheel is upslope, less lateral cyclic control is available due to the translating tendency of the tail rotor. (This is true for counter-rotating rotor systems)  6. Tailwind conditions should be avoided when  conducting slope operations. 5. When the wind is coming from the upslope direc- tion, less lateral cyclic control will be available. 4. When practicing hovering maneuvers close to the ground, make sure you hover high enough to have adequate skid clearance with any obsta- cles, especially when practicing sideways or rearward flight. 3. Always use a two-step liftoff. Pull in just enough collective pitch control to be light on the skids and feel for equilibrium, then gently lift the  helicopter into the air.  1. Always practice hovering autorotations into the wind, but never when the wind is gusty or over 10 knots. 2. When hovering close to fences, sprinklers, bushes, runway/taxi lights, or other obstacles that could catch a skid, use extreme caution.  PRECAUTIONS USE OF COLLECTIVE T a i l R o t o r T h r u s t S l o p e Horizontal A r e a o f $^{C}$r i t i c a l$_{R}$ o l o v e r Full Opposite Cyclic Limit  to Prevent Rolling Motion