A high reconnaissance should be completed before initiating the confined area approach. Start the approach phase using the wind and speed to the best possible advantage. Keep in mind areas suitable for forced landing. It may be necessary to choose a crosswind approach that is over an open area, then one directly into the wind that is over trees. If these conditions exist, consider the possibility of making the initial phase of the approach crosswind over the open area and then turning into the wind for the final portion of the approach.

Always operate the helicopter as close to its normal capabilities as possible, taking into consideration the situation at hand. In all confined area operations, with the exception of a pinnacle operation (see next section, Takeoff), the angle of descent should be no steeper than necessary to clear any barrier with the tail rotor in the approach path and still land on the selected spot. The angle of climb on takeoff should be normal, or not steeper than necessary to clear any barrier. Clearing a barrier by a few feet and maintaining normal operating rpm, with perhaps a reserve of power, is better than clearing a barrier by a wide margin but with a dangerously low rpm and no power reserve.

Always make the landing to a specific point and not to some general area. This point should be located well forward, away from the approach end of the area. The more confined the area is, the more essential it is that the helicopter land precisely at a definite point. Keep this point in sight during the entire final approach.

When flying a helicopter near obstacles, always consider the tail rotor. A safe angle of descent over barriers must be established to ensure tail rotor clearance of all obstructions. After coming to a hover, avoid turning the tail into obstructions.

A confined area takeoff is considered an altitude over airspeed maneuver where altitude gain is more important to airspeed gain. Before takeoff, make a reconnaissance from the ground or cockpit to determine the type of takeoff to be performed, to determine the point from which the takeoff should be initiated to ensure the maximum amount of available area, and finally, how to maneuver the helicopter best from the landing point to the proposed takeoff position.

If wind conditions and available area permit, the helicopter should be brought to a hover, turned around, and hovered forward from the landing position to the takeoff position. Under certain conditions, sideward flight to the takeoff position may be preferred, but rearward flight may be necessary, stopping often while moving to check on the location of obstacles relative to the tail rotor.

When planning the takeoff, consider the direction of the wind, obstructions, and forced landing areas. To help fly up and over an obstacle, form an imaginary line from a point on the leading edge of the helicopter to the highest obstacle to be cleared. Fly this line of ascent with enough power to clear the obstacle by a safe distance. After clearing the obstacle, maintain the power setting and accelerate to the normal climb speed. Then, reduce power to the normal climb power setting.

A pinnacle is an area from which the surface drops away steeply on all sides. A ridgeline is a long area from which the surface drops away steeply on one or two sides, such as a bluff or precipice. The absence of obstacles does not necessarily decrease the difficulty of pinnacle or ridgeline operations. Updrafts, downdrafts, and turbulence, together with unsuitable terrain in which to make a forced landing, may still present extreme hazards.

If there is a need to climb to a pinnacle or ridgeline, do it on the upwind side, when practicable, to take advantage of any updrafts. The approach flightpath should be parallel to the ridgeline and into the wind as much as possible. [Figure 10-9]

Load, altitude, wind conditions, and terrain features determine the angle to use in the final part of an approach. As a general rule, the greater the winds are, the steeper the approach needs to be to avoid turbulent air and downdrafts.

Groundspeed during a pinnacle approach is more difficult to judge because visual references are farther away than during approaches over trees or flat terrain. Pilots must continually perceive the apparent rate of closure by observing the apparent change in size of the landing zone features. Avoid the misperception of an increasing rate of closure to the landing site. The apparent rate of closure should be that of a brisk walk. If a crosswind exists, remain clear of down-drafts on the leeward or downwind side of the ridgeline. If the wind velocity makes the crosswind landing hazardous, it may be possible to make a low, coordinated turn into the wind just prior to terminating the approach. When making an approach to a pinnacle, avoid leeward turbulence and keep the helicopter within reach of a forced landing area as long as possible.

On landing, take advantage of the long axis of the area when wind conditions permit. Touchdown should be made in the forward portion of the area. When approaching to land on pinnacles, especially manmade areas such as rooftop pads, the pilot should determine the personnel access pathway to the helipad and ensure that the tail rotor is not allowed to intrude into that walkway or zone. Parking or landing with the tail rotor off the platform ensures personnel safety. Always perform a stability check prior to reducing rpm to ensure the landing gear is on firm terrain that can safely support the weight of the helicopter. Accomplish this by slowly moving the cyclic and pedals while lowering the collective. If movement is detected, reposition the aircraft.