1. Front Range Helicopters
Balanced Approach
Front Range Helicopters

2. Concept: Power Management
When applied the “Balanced” Approach will help the pilot recognize the power required for a safe approach
and the amount of power available
to establish a hover. This is a major
concern on approaches at remote,
high altitude LZ’s……..
Torque Meter Bell 206BIII
Manifold Pressure Gauge 300C
Turbine Outlet Temp. Gauge Bell 206BIII

3. Considerations….. Wind – Direction, speed, gust factor
Terrain – LZ, Entry and Exit, Decision Point and Exit, Impact of Wind
Obstacles – Route on Entry and Exit
Landing Site – Surface/Slope, Debris
Approach Type – Shallow, Steep or Normal
Emergency Out – variables during approach

4. Key Components for SUCCESS
The primary component to a safe and balanced final approach is a controlled downwind and base leg. The pilot should have the correct airspeed and altitude established that works for the type of final approach to be flown.
Think of excess airspeed and altitude as excess energy that must be eliminated before turning final.
A bad approach usually starts on downwind……..
Given the weather conditions, terrain, obstacles, entry and exit to the landing site, decide the type of approach to be made.
Approaches into airports will require the pilot to consider the amount of fixed wing traffic, their altitude and any aircraft moving on the ground (taxiways/ramp).

5. Types of Approaches __________________
Why would you select each type of approach????
What Advantages/Disadvantages are there for each type of Approach?

6. Rules of Thumb……
In all airspace in and around airports we are required to stay clear of the fixed wing traffic flow unless other wise directed by ATC
Complete a high recon and low recon at all remote sites. Circling or Figure 8 pattern.
Monitor power required to maintain pattern altitude at 60 mph. If the amount of power required to land is a question, slow to 40 mph and monitor power required to maintain altitude.
Do not get in a hurry, take the time to plan your approach and departure at remote sites, determine how and where you will need to move the helicopter from a hover at airports to park at the ramp.

7. Rules of Thumb……
Remember: Where ever you land you will either have to hover taxi, air taxi or take off from that position while clearing obstacles and/or not creating a hazard to other aircraft with your rotor wash.
On your approach be very aware of conditions that lead to settling with power.
Use every opportunity to establish wind direction before setting up your pattern and approach. Do not rely only on AWOS. Visibly confirm the wind on the field using wind socks, wind T or flags.
Use indicator on the ground as you get closer to touchdown to confirm any wind speed or changes
Pay attention to pedal positions that center the ball…..

8. Quick Quiz!!!!!!
In establishing your approach what is the first major consideration with regard to your approach route?_____________
List 5 indications of potentially getting into settling with power?
_______________________________

9. Quick Quiz!!!!!!
While making your final approach, what indications would lead you to recognize you are making a down wind approach?
______________________________________________________________________________________
During your approach, at what point would you normally begin to add power? How would you know?

10. Control Input to get on Your Approach Line
Balanced Approach
What we are trying to Balance
Transitions
Control Input to get on Your Approach Line
Descent Rate
Approach Line
Closure rate
Ground Speed
(Hold your Landing Spot)

11. Quick Quiz!!!!!!
On your approach, what control is utilized to change the descent rate and angle of approach?_______________________
On your approach, what control is utilized to change the closure rate to the landing spot?___________________________
By centering the “ball” in the upper and middle third of the approach, what information is gained by the pilot?_____________________________

12. Collective controls angle of approach Cyclic controls closure rate
Final Approach
At a minimum, set up a base to final to establish the airspeed, altitude and power baseline for your approach
Upper Third
Middle Third
Lower Third
Collective controls angle of approach Cyclic controls closure rate
Upper Third:
3 P’s – Power-Pedal-Pitch : In your turn from base to final, Power down (select an initial power setting) , right pedal (to correct for power reduction), aft cyclic to begin to slow the aircraft….airspeed decreasing below 60mph.
Get the aircraft lined up on approach line, RPM Top of the Green, power set.....
Now ask yourself: How does the approach look? How’s this power setting working?

13. Final Approach Middle Third Middle Third
Upper Third
Middle Third
Lower Third
Middle Third
Power Setting and Closure Rate Established Monitor Airspeed – slowly decreasing
Power, Cyclic, Pedal Adjustments to hold the Line
Power/Airspeed Check – Lower Middle Third is where your first Decision Point should occur, maintaining your approach line should begin to be balanced, power/airspeed beginning to work for you..
Spot Moving Under the Helicopter:
OVER SHOOT = Airspeed and/or Power
Spot Rising in the Wind Screen:
Landing Short = Power/Airspeed

14. Middle Third = DECISION POINT
As the Aircraft enters the lower portion of our “middle” part of the approach, the pilot should have the aircraft on the approach line desired, airspeed under control and a basic power setting that works….
IF NOT, BE PREPARED TO GO AROUND!!!!!!
Even in gusty, turbulent air, this part of the approach should be beginning to look workable to the pilot.

15. Quick Quiz…
What the heck does “workable” mean when considering the middle portion of your approach line? What items would you want to consider?
______________________________________________________________________________________________________________________________________________________________________________________________

16. Final Approach Lower Third The lower third of the approach is where
Upper Third
Middle Third
Lower Third
The lower third of the approach is where
everything starts to change….
The basic concept to remember is the aircraft is transitioning from forward flight (approach) to establishing a hover over your intended target.
The helicopter will be slowing, coming out of translational lift and transitioning to flying and establishing a hover on engine power alone.

17. At the Bottom of the Approach
Lower Third
Monitor Power Setting:
How Low and How Far To Go!!!
Monitor Closure Rate :
Speed, Approaching ETL
Below 30mph / Coming Out of ETL:
Power coming Back In (Collective/Throttle)
Pedals Transitioning from Right / N / Left
Aircraft Level (Cyclic)
Descent Rate:
Visualize Rate of Descent

18. At the Bottom of the Approach
Lower Third
Maintain your Line / Airspeed SLOWLY DECEASING
Maintain RPM, Monitor Airspeed and power. Decision Point “How Much Power Is Available”
Below 50’ Nose pointed at the Spot / Cross Check unusual Pedal Input
Just above translation lift (approx mph), initial application of power will begin , begin smooth application of Collective / Throttle, this will arrest the descent rate as you move out of Translational Lift. Continue to slowly increase power, right pedal moving to neutral then to left “How much Power is Available”
To establish Hover, cyclic will move forward to hover position, the helicopter must come to a level attitude and “0” ground speed. Application of additional Throttle to maintain RPM
As the Helicopter moves through Translational Lift, you are flying on Engine Power
Power addition to establish and maintain Hover should be a small as possible if the Approach is “Balanced”

19. At the Bottom of the Approach
Lower Third
Maintain your Line / Airspeed SLOWLY DECEASING
Maintain RPM, Monitor Airspeed and power. Decision Point “How Much Power Is Available”
Below 50’ Nose pointed at the Spot / Cross Check unusual Pedal Input
Just above translation lift (approx mph), initial application of power will begin , begin smooth application of Collective / Throttle, this will arrest the descent rate as you move out of Translational Lift. Continue to slowly increase power, right pedal moving to neutral then to left “How much Power is Available”
To establish Hover, cyclic will move forward to hover position, the helicopter must come to a level attitude and “0” ground speed. Application of additional Throttle to maintain RPM
As the Helicopter moves through Translational Lift, you are flying on Engine Power
Power addition to establish and maintain Hover should be a small as possible if the Approach is “Balanced”

20. “The Last 50ft to Hover” Watch For:
Maintain Closer rate and descent rate, cross check VSI if possible to evaluate descent rate…Hold your spot!!
Airspeed slowly decreasing, recognize when Aircraft is approaching Translational Lift
Power slowly Increasing, descent rate decreasing, lead with Throttle
Monitor Power
Maintain Rotor RPM – Maintain Heading with Pedals (IMPORTANT)
Watch For:
Unusual Pedal positions to keep the nose straight
Excessive Aft Cyclic to make your spot
* High Power settings while still descending
* Very Low Power Settings to Make your spot
Abrupt yawing movements that require abrupt pedal changes “Two Twitch Rule”

21. Quick Quiz……..
How will the pilot know when they are coming out of translational lift?
What is the concern about power settings as the aircraft comes into a hover?
What advantages come into play as the aircraft comes into a hover?
What disadvantages come into play as the aircraft comes into a hover?