The Robinson POH advice on DR (and the safety
course material for that matter) is good, as far as it goes.
Trouble is that it might channel thought in one direction only, ie. when drift is allowed during take off or landing.
When a skid is frozen to the ground or obstructed the hapless Pilot may be pulling increasing amounts of collective, wondering why it feels so heavy and the WHACK! It's all over for the little beast(hopefully the occupants will not be injured).
The Heli. must act a little like a taut catapult. Whatever holds the skid lets go and in a very short time......
In reaction to this occurrence I have written
some advice for Pilots to take BEFORE any take off is attempted. It will go into my version 2 website (to be online from Xmas)
and I would appreciate you opinion(s) on it.
Follows-
A Helicopter may be landed on a frozen surface without the Pilot being aware of the danger that awaits. Latent heat from a skid or wheel may melt ice on the surface which can refreeze shortly afterward. It can be very strongly bonded to the surface. Dynamic can end the next (very short) flight. Check that skids or wheels are free before attempting to take off. Use a lever if you have to (it can be done with a length of timber in preference to metal which may cause damage).
For an R22 Pilot the initial check is easy to perform, no lever required. Gently pull down on the tail in the same way as you would check the TR gearbox oil level. If the front of the skids lift readily then it is less likely (but not impossible) that the heels are stuck. If there is any resistance don't hang from the tail but be suspicious and move on to the lever check. (It is unlikely that the heels of the skids would 'dig in' to a grass surface by lowering the tail as it is harder when frozen but use your judgement.)
Regards
SPS