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between 25 and 40 feet, depending upon the manufacturer’s recommendations, accelerate to the desired entry speed, which is approximately 45 knots for most training helicopters (position 2). The altitude chosen should be high enough to avoid danger to the tail rotor during the flare, but low enough to stay out of the hazardous areas of that helicopter’s height- velocity diagram throughout the maneuver. In addition, this altitude should be low enough that the helicopter can be brought to a hover during the recovery. 

At position 3, initiate the deceleration by applying aft cyclic to reduce forward groundspeed. Simultaneously, lower the collective, as necessary, to counteract any climbing tendency. The timing must be exact. If too little collective is taken out for the amount of aft cyclic applied, the helicopter climbs. If too much downward collective is applied, the helicopter will descend. A rapid application of aft cyclic requires an equally rapid application of down collective. As collective is lowered, apply proper antitorque pedal pressure to maintain heading, and adjust the throttle to maintain rpm. The G loading on the rotor system depends on the pitch-up attitude. If the attitude is too high, the rotor system may stall and cause the helicopter to impact the surface. 

After attaining the desired speed (position 4), initiate the recovery by lowering the nose and allowing the helicopter to descend to a normal hovering height in level flight and zero groundspeed (position 5). During the recovery, increase collective pitch, as necessary, to stop the helicopter at normal hovering height, adjust the throttle to maintain rpm, and apply proper antitorque pedal pressure, as necessary, to maintain heading. During the maneuver, visualize rotating about the tail rotor’s horizontal axis until a normal hovering height is reached. 

## Common Errors 

1. Initiating the maneuver by lowering the collective without aft cyclic pressure to maintain altitude. 

2. Initially applying aft cyclic stick too rapidly, causing the helicopter to balloon (climb). 

3. Failing to effectively control the rate of deceleration to accomplish the desired results. 

4. Allowing the helicopter to stop forward motion in a tail-low attitude. 

5. Failing to maintain proper rotor rpm. 

6. Waiting too long to apply collective pitch (power) during the recovery, resulting in an overtorque situation when collective pitch is applied rapidly. 

7. Failing to maintain a safe clearance over the terrain. 

8. Using antitorque pedals improperly, resulting in erratic heading changes. 

9. Using an excessively nose-high attitude. 

## Steep Approach 

A steep approach is used primarily when there are obstacles in the approach path that are too high to allow a normal approach. A steep approach permits entry into most confined areas and is sometimes used to avoid areas of turbulence around a pinnacle. An approach angle of approximately 13° to 15° is considered a steep approach. [Figure 10-4]  Caution must be exercised to avoid the parameters for vortex ring state (20–100 percent of available power applied, airspeed of less than 10 knots, and a rate of descent greater than 300 feet per minute (fpm)). For additional information on vortex ring state (formerly referenced as settling-with-power), refer to Chapter 11, Helicopter Emergencies and Hazards. 

