Rolling Takeoff (Wheel-Type Landing Gear)

Objective

The student will develop proficiency in planning and executing rolling takeoffs in wheel-equipped helicopters to commercial pilot standards. Upon completion, the student will demonstrate the knowledge to select appropriate conditions for rolling takeoffs, apply proper control inputs to initiate and maintain a stabilized rolling takeoff while managing risks associated with wind, terrain, and performance limitations, and execute the maneuver within ACS tolerances (±5 knots airspeed, track centerline) as specified in CH.V.E.

Content

Elements of a Rolling Takeoff (CH.V.E.K1)

A rolling takeoff is a continuous acceleration from a stationary ground position through translational lift to climbing flight without stopping at a hover. The maneuver consists of four distinct phases:

1. Ground roll phase — helicopter accelerates on wheels with increasing forward cyclic and collective while maintaining proper RPM
2. Transition through translational lift — increased efficiency between 16-24 knots groundspeed reduces power required
3. Liftoff — helicopter becomes airborne naturally as effective translational lift (ETL) is achieved
4. Climb establishment — transition to normal climb attitude and airspeed

Unlike an airplane takeoff where rotation is deliberate, the helicopter becomes airborne naturally when translational lift provides sufficient total lift to exceed gross weight. The pilot does not “pull” the helicopter off the ground—think of it like a boat transitioning onto plane; it happens as a natural consequence of speed and efficiency.

Control inputs follow this sequence: Apply forward cyclic smoothly to initiate roll while simultaneously increasing collective to maintain RPM. As groundspeed increases through 16 knots approaching ETL, the helicopter will want to become light on the wheels—allow this. Maintain heading with pedals throughout. Past ETL (typically 16-24 knots), establish climb attitude and airspeed.

Effects of Wind, Weight, Temperature, and Density Altitude (CH.V.E.K2)

Wind effects: Headwind components reduce ground roll distance and increase climb performance by providing relative wind over the rotor system sooner. A 10-knot headwind can reduce takeoff distance by 30-40%. Tailwinds increase ground roll distance, delay ETL, and reduce climb performance—14 CFR 133.33 prohibits external load operations with tailwinds exceeding 5 knots for this reason. Crosswinds require continuous drift correction during ground roll and after liftoff.

Weight: Increased gross weight requires higher power settings (collective pitch) to maintain RPM during acceleration, which consumes more available power. This increases takeoff distance, reduces rate of climb, and may prevent the helicopter from achieving a safe climb gradient. At maximum gross weight on a hot day, a rolling takeoff may be impossible if hover power exceeds available power.

Temperature and density altitude: High density altitude reduces both engine power output and rotor thrust production. The combined effect can be dramatic—a helicopter requiring 85% torque for a rolling takeoff at sea level on a standard day might require 95% torque at 5,000 feet density altitude. Always calculate density altitude using airport elevation, temperature, and altimeter setting. Performance charts are mandatory for commercial operations (14 CFR 135.361 requires performance planning).

Practical consideration: If the helicopter cannot hover out of ground effect at your current density altitude and weight, a rolling takeoff becomes your only option—but only if you have sufficient runway length and can maintain RPM while accelerating.

Situations When Rolling Takeoff is Recommended (CH.V.E.K3)

Rolling takeoffs are recommended or required when:

1. Hover power exceeds available power — high density altitude, heavy weight, or both make hovering impossible but forward flight is achievable
2. Maximum performance is needed — minimizes time in the avoid areas of the height-velocity diagram
3. Contaminated surfaces — snow, ice, loose gravel, or tall grass make hovering undesirable due to recirculation and visibility reduction
4. Long distances to travel — more efficient than hover taxi when covering substantial distances
5. Smooth, improved surfaces — paved runways or taxiways where wheel landing gear can roll freely

Rolling takeoffs are not recommended when:

• Confined areas restrict acceleration distance
• Obstacles in the departure path require vertical climb capability
• Surface is soft, rutted, or uneven (risk of dynamic rollover)
• Crosswind component exceeds controllability limits during ground roll

Takeoff and climb performance factors per 14 CFR 61.87(n): atmospheric conditions, helicopter weight, wind, density altitude, surface conditions, and helicopter performance charts must all be evaluated. Commercial pilots must demonstrate thorough performance planning—guessing is not acceptable.

Translational Lift (CH.V.E.K4)

Translational lift is the improved rotor efficiency gained when the helicopter transitions from hovering in its own downwash to forward flight in relatively undisturbed air. This occurs progressively from approximately 16 to 24 knots groundspeed.

In hover, induced flow down through the rotor is high, creating significant induced drag and power requirements. As the helicopter accelerates forward, it moves into cleaner air, reducing induced flow and induced drag while increasing the horizontal component of rotor thrust. The result: more total rotor thrust for the same power setting.

Effective translational lift (ETL) is the most pronounced increase in efficiency, typically experienced between 16-24 knots. The helicopter may feel like it “wants to fly”—a slight nose-up tendency and reduction in power required are normal indications. During a rolling takeoff, you’ll feel the helicopter become light on the wheels at ETL.

Commercial application: Understanding translational lift is critical for maximum performance takeoffs, confined area operations, and any situation where you’re operating near performance limits. It’s why rolling takeoffs work when hovering doesn’t—you’re using ETL to achieve flight that wouldn’t be possible in a hover.

Risk Management: Takeoff Path Selection (CH.V.E.R1)

Proper takeoff path selection requires analyzing:

1. Helicopter performance limitations — calculate power available versus power required using current density altitude, weight, and wind
2. Available distance — measure or estimate runway/clear area length; compare against calculated takeoff distance with safety margin
3. Wind alignment — select path providing maximum headwind component; acceptable crosswind must not exceed limitations (typically 17 knots for most training helicopters)

Per 14 CFR 91.103, pilots must familiarize themselves with all available information including runway lengths, declared distances, and NOTAMs affecting takeoff surface. For commercial operations, 14 CFR 135.61 requires specific takeoff minimums and obstacle clearance.

Professional standard: Brief your takeoff path including abort points, obstacle clearance plan, and emergency landing areas before moving the controls. Students transitioning from private to commercial must adopt this briefing discipline—it’s not optional at the commercial level.

Risk Management: Wind Effects (CH.V.E.R2)

Wind direction: Direct crosswinds create weathervaning tendencies during ground roll requiring continuous pedal correction. Quartering tailwinds are most hazardous—combine adverse effects of tailwind (delayed ETL, poor climb performance) with crosswind controllability challenges. Gusts create rapid changes in translational lift and control requirements.

Windshear: Low-level windshear (sudden changes in wind speed/direction) is most dangerous during takeoff and climb. Signs include LLWS reports, virga, frontal activity, or significant temperature inversions. If windshear is reported or suspected, delay takeoff. If encountered during takeoff climb, maintain Nr above all else and accept altitude loss if necessary to preserve rotor RPM—altitude can be regained, but rotor stall cannot be recovered at low altitude.

Turbulence and wake turbulence: Mechanical turbulence from hangars, trees, or terrain creates unpredictable control inputs during low-speed flight. Wake turbulence from preceding aircraft (especially helicopters operating in ground effect) can persist for 2-3 minutes. Time or distance separation per AIM Chapter 4-3-11: light helicopters should wait 3 minutes after heavy/large helicopter departures. Vortices sink and spread—plan your path accordingly.

Risk Management: Planning Considerations (CH.V.E.R3)

Height-velocity diagram considerations: Rolling takeoffs minimize time spent in the shaded avoid areas of the H/V diagram. Accelerate through the avoid area as quickly as practical. The typical rolling takeoff profile crosses the H/V curve twice—during initial acceleration (unavoidable) and potentially during climb-out if airspeed is too slow. Maintain Vy or better after liftoff to clear the H/V envelope expeditiously.

Rejected takeoff planning: Establish a decision point before beginning the takeoff roll—typically 50% of available distance or when approaching ETL, whichever comes first. Before this point, abort for: unable to maintain RPM, directional control difficulties, abnormal vibrations, engine parameter exceedances, or obstacle suddenly identified. After the decision point, the commitment is to fly—attempting to stop may result in overrun.

Powerplant failure during takeoff/climb: The critical phases are:

1. Ground roll before ETL — sufficient runway remaining may allow stopping
2. At/near ETL — minimum altitude, transitional airspeed, worst possible situation requiring immediate autorotation entry
3. After establishing climb — altitude provides time to establish autorotation

Preflight brief must include: “If engine failure occurs during ground roll, lower collective immediately and stop. If it occurs after decision point, I’m committed to fly—immediate autorotation entry, land directly ahead or first suitable area within 90 degrees either side.”

Per 14 CFR 133.45(a), external load operations require specific emergency procedures briefing. Commercial privileges under 14 CFR 61.133 allow carrying persons or property for compensation—this requires professional-level emergency planning, not just “I’ll land somewhere.”

Risk Management: Collision Hazards (CH.V.E.R4)

Collision hazards during rolling takeoffs include:

• Ground vehicles — fuel trucks, maintenance vehicles, or other aircraft taxiing; maintain visual scan and use radio to announce intentions
• Aircraft on final approach — helicopter on rolling takeoff may not be visible to landing traffic; verify final approach is clear
• Opposite direction traffic — particularly at non-towered airports; announce takeoff and direction clearly on CTAF
• Wildlife — birds and animals attracted to airports; increased risk at dawn/dusk
• Personnel — linemen, photographers, or other ground personnel near movement areas

Use runway incursion avoidance procedures: verify correct takeoff surface, read back all hold-short instructions, confirm taxiway/runway markings before entering, and announce position clearly at non-towered airports.

Risk Management: Takeoff Surface (CH.V.E.R5)

Surface conditions affecting rolling takeoffs:

Improved surfaces (asphalt/concrete) provide best conditions—smooth, predictable rolling resistance, good directional control. Watch for: painted markings when wet (slippery), rubber deposits, FOD, and joint separations that could catch landing gear.

Unimproved surfaces require careful evaluation: grass creates higher rolling resistance requiring more power and increased takeoff distance; soft/muddy surfaces risk bogging down or nose-over; gravel/loose material risks FOD ingestion and loss of directional control; snow/ice dramatically reduce directional control authority.

Surface contamination: Standing water (hydroplaning possible above 50 knots—not achievable in helicopters but beware dynamic hydroplaning), slush, loose snow all increase takeoff distance and reduce control. If surface appears contaminated, consider alternative technique (vertical takeoff) or delay departure.

Commercial consideration: 14 CFR 135.75 requires commercial helicopter operators to establish takeoff minimums considering surface conditions. As a commercial pilot, you’re expected to make professional go/no-go decisions based on contaminated surface assessment.

Risk Management: Landing Gear (CH.V.E.R6)

Wheel-type landing gear considerations for rolling takeoffs:

Pre-takeoff inspection: Verify tire pressure, wheel fairings secure, brake function (if installed), and no FOD in wheel wells or axles. Under-inflated tires increase rolling resistance significantly—a tire 25% under pressure can increase takeoff distance by 15%.

Dynamic rollover risk: While lower during rolling takeoffs than from hover, dynamic rollover can occur if one wheel drops into a rut, contacts soft surface, or the helicopter is rolled abruptly with high lateral control input at low speed. Keep ground roll coordinated and smooth.

Gear limitations: Check POH for maximum ground speeds (typically 20-40 knots depending on helicopter model). Some gear systems have shimmy dampers with speed restrictions. Landing gear extended in flight creates drag reducing climb performance—factor this into performance planning.

Different gear types: R22/R44 have standard wheel gear; Schweizer 300C uses tripod-style; larger helicopters may have retractable gear. Know your helicopter’s specific gear limitations from the POH.

Risk Management: Distractions and Situational Awareness (CH.V.E.R7)

Common distractions during rolling takeoffs:

• Radio calls — making initial call, responding to tower instructions, hearing other traffic; brief calls before beginning roll, delay non-essential calls until established in climb
• Passengers — questions, movements, photography; brief passengers to remain quiet and stationary during takeoff
• Task fixation — focusing only on RPM while ignoring tracking, or vice versa
• Checklist deviation — skipping steps due to distraction or rushing

Disorientation risks: Ground reference during rolling takeoff differs from hover operations—visual cues are more like airplane operations. Forward speed with sideward drift (crosswind) can create illusions about actual ground track. Use runway centerline or extended centerline as primary tracking reference.

Loss of situational awareness: Brief the expected takeoff profile before beginning. Know your abort criteria, emergency landing areas, and terrain/obstacles. If something “doesn’t feel right,” trust your instincts—abort and reassess. Commercial pilots must maintain higher situational awareness standards than private pilots—complacency is not acceptable.

Task prioritization during rolling takeoff:

1. Maintain Nr (rotor RPM) — nothing is more critical
2. Maintain directional control (runway centerline tracking)
3. Proper control coordination (avoid erratic control inputs)
4. Monitor engine parameters
5. Communication
6. Everything else

If you cannot accomplish all tasks, shed the lowest priority items first—tell tower “stand by” if necessary to maintain Nr and control.

Schedule

Equipment

Required References:

• FAA-S-ACS-16: Commercial Pilot Helicopter Airman Certification Standards (current edition)
• FAA-H-8083-21B: Rotorcraft Flying Handbook, Chapter 10
• Helicopter Pilot’s Operating Handbook (POH) for aircraft being used
• 14 CFR Part 61 (Subpart F: Commercial Pilots)
• 14 CFR Part 91 (General Operating and Flight Rules)
• Chart Supplement (Airport/Facility Directory) for airport data
• Current Airport Diagram (if towered airport)

Training Materials:

• Performance planning worksheet (weight & balance, density altitude, takeoff distance)
• Height-velocity diagram for aircraft type (from POH)
• Whiteboard or tablet for diagramming takeoff phases
• Wind vector diagram template
• Airport diagram with takeoff path options marked

Visual Aids:

• Video or diagram showing translational lift airflow patterns
• Height-velocity diagram with rolling takeoff profile overlay
• Photos/diagrams of different runway surface conditions
• Model helicopter (for demonstrating cyclic/collective coordination)

Helicopter Equipment:

• Helicopter with wheel-type landing gear (airworthy per 14 CFR 91.7)
• Current weight and balance data
• Serviceable intercom system
• Appropriate fuel for lesson duration plus reserves (14 CFR 91.151)

Additional Materials:

• Kneeboard and clipboard for student notes
• Commercial ACS task evaluation sheet (CH.V.E)
• Airport information (runway lengths, widths, surface types)

Instructor Actions

1. Begin with performance planning exercise: Provide student with current weather conditions (temperature, altimeter setting, wind) and helicopter gross weight. Direct student to calculate density altitude and determine if hover power is available versus rolling takeoff power required. State: “Before we ever start the helicopter, we’re going to prove mathematically that this takeoff is possible. That’s the commercial standard—we don’t just try it and see what happens.”

2. Review rolling takeoff elements on ground: Using whiteboard, diagram the four phases (ground roll, ETL transition, liftoff, climb establishment). Explain: “Think of this as one continuous acceleration. You’re not hovering, then flying—you’re rolling, then flying. The helicopter decides when to lift off based on airspeed and translational lift, not when you decide to pull.”

3. Demonstrate translational lift concept: Use model helicopter or hands to show airflow patterns. Explain: “In a hover, you’re sitting in your own downwash—like trying to blow up a balloon while sitting in a bathtub. Moving forward gets you into clean air, and suddenly everything becomes easier. That’s translational lift, and it’s why rolling takeoffs work when you can’t hover.”

4. Brief wind effects using airport wind: Draw wind vector on diagram showing runway heading and wind direction. Calculate headwind and crosswind components. State: “This crosswind will try to weathervane us during the ground roll. You’ll need right pedal throughout if the wind is from the left. After liftoff, you’ll add right cyclic to prevent drift—same crosswind correction you’d use in a hover, just at higher speed.”

5. Discuss height-velocity diagram application: Show H/V diagram with rolling takeoff profile drawn on overlay. Identify where profile enters and exits avoid areas. State: “We’re going to spend about 8-10 seconds in the avoid area during acceleration—that’s unavoidable. But we minimize risk by accelerating smoothly and quickly through it. If the engine quits during this phase, we have exactly one option: immediate autorotation entry, land ahead. Brief it now so you don’t have to think about it then.”

6. Establish abort criteria: Tell student: “Here’s our decision point: If anything is wrong before we reach 16 knots or use 50% of the runway, we stop. Lower collective, apply brakes if necessary, taxi back. After that point, we’re committed to fly because stopping distance exceeds what’s remaining. If engine fails after decision point, we autorotate ahead.”

7. Conduct thorough pre-takeoff brief: Cover takeoff path, wind conditions, abort point, emergency landing areas, ATC procedures (if applicable), and expected performance. State: “At the commercial level, you brief every takeoff like it’s your checkride. This isn’t paranoia—it’s professionalism. When you’re carrying passengers for hire under your commercial certificate, they deserve this level of preparation.”

8. Demonstrate rolling takeoff technique (first demonstration): Narrate each step aloud: “Before I start the roll, I’m centering cyclic, feet are neutral on the pedals, collective is at ground idle. Full preflight checks complete. Looking down the centerline to establish my track reference—see that centerline stripe? That’s my target. Beginning roll now: smooth forward cyclic, simultaneously raising collective to maintain 100% RPM. Heading is maintained with pedals—I need a bit of left pedal now to counter torque increase. Groundspeed increasing—10 knots, 15 knots, approaching ETL—feel that? Helicopter getting light on the wheels. I’m not pulling it off, just letting it fly. There’s ETL—clean liftoff at about 20 knots. Now establishing climb attitude, 60 knots climb speed, confirm positive rate, continue climb.”

9. Demonstrate again with common errors (second demonstration): Intentionally show (while maintaining safety) excessive forward cyclic (nose-low attitude), insufficient collective (RPM decay), and late crosswind correction. After landing, explain: “Did you see how the helicopter wanted to drift when I didn’t add crosswind correction early enough? That’s the most common error—students focus on RPM and forget about tracking. You must do both simultaneously.”

10. Coach student’s first attempt: Talk student through each phase: “Start your roll—forward cyclic, collective up together, watch that RPM, looking at the centerline, more left pedal for torque, good—there’s translational lift, let it fly, climbing attitude, 60 knots.” Provide immediate corrections as needed: “More right cyclic, you’re drifting left” or “Collective is too high, watch your RPM.”

11. Address RPM management specifically: After first couple attempts, focus on this critical skill: “RPM management is non-negotiable. If RPM decays below 95%, you have two immediate actions: lower the nose to accelerate, or reduce collective. Everything else stops until RPM is back in the green. On your next attempt, I want you to call out RPM every 5 seconds during the roll.”

12. Refine crosswind correction technique: Set up for takeoff with crosswind. Brief: “This time, I want you to start crosswind correction at the beginning of the roll, not after we drift. Pressure into the wind, increase it as groundspeed increases. The faster you go, the more correction you need because the crosswind has more relative effect.”

13. Practice rejected takeoff: Set up normal rolling takeoff. At approximately 50% distance or 12 knots (before decision point), call: “Engine failure.” Student must immediately lower collective, announce intentions, and bring helicopter to controlled stop. Debrief decision-making and technique.

14. Demonstrate height-velocity awareness: During a normal rolling takeoff climb, point out: “Right now we’re at 25 feet and 35 knots—we’re inside the avoid area. See how we’re climbing and accelerating to get out? By 50 feet we’ll be at 60 knots and completely clear. This awareness must be automatic.”

15. Evaluate student performance against ACS: Observe and note performance on evaluation sheet: airspeed within ±5 knots of target, centerline tracking maintained, proper crosswind correction, smooth control coordination, RPM maintained within normal limits throughout. Provide real-time feedback after each repetition: “That met standards—airspeed was 63 knots, within 5 knots of target. Tracking was good until liftoff, then you drifted 30 feet left. What correction should you have added?”

16. Challenge with variable conditions: If winds are variable, use this teaching opportunity: “Notice how the wind shifted during that attempt? You had to continuously adjust crosswind correction. That’s real-world flying—the wind never stays perfectly steady. Professional pilots adapt continuously.”

17. Conduct final evaluation attempts: State: “Next two rolling takeoffs are evaluation to ACS standards. Perform as if this is your commercial checkride. Complete performance is expected—I’ll only intervene for safety.” Observe silently unless safety-of-flight intervention is required.

18. Debrief performance comprehensively: Review each ACS element: “Knowledge—you demonstrated understanding of translational lift and wind effects. Risk management—you briefed abort criteria and emergency plan. Skills—airspeed was within standards, tracking needs improvement on the first half of the roll. Overall, you’re at ACS standards with continued practice.”

19. Assign practice requirements: Tell student: “You’ll need to demonstrate this consistently before checkride. Practice rolling takeoffs on every flight when conditions permit. Focus on that initial tracking—don’t let the drift develop in the first place. Always calculate performance before attempting.”

20. Document lesson completion: Complete instructor endorsement for training received per 14 CFR 61.189. Note areas meeting standards and areas requiring additional training. Brief student on next lesson requirements.

Student Actions

1. Calculate performance data: Using provided weather and helicopter weight, determine density altitude (airport elevation + 120’ per degree C above standard), locate performance charts in POH, and confirm sufficient power available for rolling takeoff at current conditions.

2. Plan takeoff path: Study airport diagram or visually survey takeoff surface. Identify surface type, length, width, and slope. Determine winds using AWOS/ATIS or visual indicators. Select takeoff path providing maximum headwind component while avoiding obstacles.

3. Conduct preflight inspection: Perform thorough preflight with emphasis on landing gear (tire pressure, wheel fairings, no FOD), engine oil (sufficient for flight), and fuel (adequate plus reserves). Report any discrepancies immediately.

4. Brief takeoff plan: Verbalize complete brief including: takeoff path and surface, wind conditions and required corrections, decision point for abort, emergency procedures for engine failure, and expected performance (groundspeed at liftoff, climb airspeed).

5. Prepare helicopter for takeoff: Complete all checklist items, verify RPM governor operative (if installed), set friction adjustments properly, and ensure area is clear. Announce intentions on appropriate frequency.

6. Execute rolling takeoff: From stationary position on runway centerline:

   • Apply smooth forward cyclic to initiate ground roll
   • Simultaneously increase collective to maintain 100% RPM
   • Maintain runway centerline tracking with pedals
   • Add crosswind correction with cyclic (into the wind)
   • Monitor RPM continuously—maintain within green arc
   • Allow helicopter to become airborne naturally at ETL (16-24 knots)
   • Establish climb attitude and airspeed (Vy ±5 knots)
   • Continue climb on extended runway centerline

7. Maintain coordination: Demonstrate smooth, coordinated control inputs throughout all phases. Avoid abrupt or jerky movements. Use proper scan: RPM, attitude, heading, tracking, engine instruments in continuous rotation.

8. Make required radio calls: Announce position and intentions per local procedures (towered: readback of takeoff clearance; non-towered: announce takeoff on CTAF). Use standard phraseology and proper identification.

9. Respond to instructor directives: When instructor calls simulated emergency or gives correction, respond immediately and appropriately. Verbalize your actions: “Lowering collective, stopping” or “Adding right cyclic to correct drift.”

10. Self-critique performance: After each repetition, assess your own performance: “RPM was good, but I let it drift left on liftoff—I needed more right cyclic sooner.” Demonstrate ability to recognize errors without prompting.

11. Ask questions: When uncertain about technique or rationale, ask specific questions: “Should I start the crosswind correction before the roll or during initial acceleration?” Show engagement with learning process.

12. Practice decision-making: At each simulated decision point or emergency, verbalize your decision: “We’re at 50% runway and 14 knots—if anything goes wrong now, I still have room to stop” or “Engine failure—committed to fly, entering autorotation.”

13. Demonstrate consistency: Perform multiple repetitions showing repeatable technique. Each rolling takeoff should look similar—same control timing, same crosswind correction, same climb establishment. Commercial pilots are consistent pilots.

14. Track performance against standards: Keep mental note (or written log) of airspeeds, tracking accuracy, and RPM management on each attempt. Recognize when you meet standards versus when additional practice is needed.

15. Complete post-flight duties: Conduct post-flight inspection, report any squawks, tie down/hangar helicopter properly, and complete necessary paperwork (logbook entry, hobbs/tach times).

Completion Standards

The lesson is complete when the student consistently demonstrates the knowledge, risk management, and skills required by Commercial Pilot ACS CH.V.E to the following standards:

Knowledge (CH.V.E.K1-K4): Student correctly explains all elements of rolling takeoff technique including four distinct phases. Describes effects of wind (headwind reduces distance, tailwind increases distance), weight (higher weight requires more power and distance), temperature and density altitude (high DA reduces performance) on takeoff performance. Identifies appropriate situations for rolling takeoffs (high DA, maximum performance, smooth surfaces) and explains translational lift occurs at 16-24 knots providing increased rotor efficiency. Student must demonstrate commercial-level understanding—not just “what” but “why” with supporting regulations and performance data.

Risk Management (CH.V.E.R1-R7): Student verbalizes complete risk analysis before each takeoff covering:

• Takeoff path selection with performance justification (power required versus available)
• Wind effects brief (direction, velocity, crosswind component, gusts)
• Height-velocity considerations and plan to minimize time in avoid areas
• Abort criteria with specific decision point identified
• Emergency procedures for engine failure during all phases
• Collision hazard awareness and avoidance
• Surface condition assessment
• Landing gear limitations and inspection confirmation
• Strategy to minimize distractions and maintain situational awareness

Skills (CH.V.E.S1-S10): Student performs rolling takeoff meeting these specific standards:

• CH.V.E.S1: Completes appropriate checklist (run-up, pre-takeoff, before-takeoff) without prompting or omissions
• CH.V.E.S2: Makes all required radio calls with proper phraseology at appropriate times
• CH.V.E.S3: Correctly determines wind direction using AWOS/ATIS or visual indicators (flag, tetrahedron, smoke)
• CH.V.E.S4: Verifies and uses assigned/correct takeoff path (confirms runway assignment with signage and diagram)
• CH.V.E.S5: Maintains powerplant and Nr within normal limits throughout (RPM maintained within green arc, typically 97-102% depending on helicopter type; no exceedances above redline)
• CH.V.E.S6: Initiates takeoff roll with proper control inputs: smooth forward cyclic and collective increase coordinated; pedals maintain heading
• CH.V.E.S7: Maintains proper ground track (runway centerline ±10 feet) with appropriate crosswind correction during acceleration through liftoff
• CH.V.E.S8: Transitions to normal climb airspeed within commercial ACS tolerance (Vy ±5 knots, typically 60 KIAS ±5 for R44) with appropriate power set
• CH.V.E.S9: Maintains proper ground track (extended runway centerline ±50 feet) with crosswind correction after liftoff during climb
• CH.V.E.S10: Demonstrates runway incursion avoidance: verifies correct surface before entering, reads back hold-short instructions, scans for conflicting traffic

Overall Performance Standard: Student performs rolling takeoffs consistently to commercial pilot standards with smooth coordination, proper tracking, precise airspeed control, and continuous situation awareness. Performance demonstrates commercial privileges readiness (carrying persons/property for compensation per 14 CFR 61.133) with professional-level decision-making, planning, and execution. Any repetition requiring instructor intervention for safety does not meet standards and requires additional practice.

Student must complete rolling takeoffs meeting all ACS elements on at least two consecutive attempts with no instructor intervention to be recommended for advancement to next lesson. Instructor records completion with endorsement documenting training received per 14 CFR 61.189 and notes any areas requiring continued practice before practical test.