Taking off from a Heliport
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From: Bristol/Bath
Taking off from a Heliport
I'm only a lowly PPL(H) with low hours, so I'm just curious, and my apologies in advance if this is a stupid question! I was recently in Vancouver watching the helicopters arriving and departing from Downtown Vancouver Heliport. I thought I heard somewhere that when departing from a platform over water, it was usual practice to climb backwards before transitioning into forward flight, so that if the donkey quit, you had a chance of returning to base, but watching the operations, all aircraft lifted into the hover and then departed straight across the water. Just wondering if I mis-heard what I thought was common practice.
Hopefully I won't get shot down in flames for asking?!
Hopefully I won't get shot down in flames for asking?!
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From: Finland
Climbing backwards is usually done when operating multi-engine helicopters. It allows safe return if one engine fails before there is enough airspeed/altitude for continued single engine flight. The procedure and performance figures are in the RFM
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From: Bristol/Bath
Thanks for this, but they looked like S76's which I thought were twin engined?
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From: england
The climbing backwards departure you describe almost always means a lower take-off weight due to performance limitations, restricting the amount of fuel and/or pax that can be carried. Depending on local rules/regs, water landing may be an acceptable reject option in the event of a failure at a critical stage of flight (risking damage to the airframe if an engine quits at the wrong moment, but in theory not the pax and crew if the heli is equipped with emergency floats). This then enables the operator to use the clear area departure profile and utilise the full MTOW. Most (all?) S-76s have emergency pop-out floats within the wheel-wells
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From: Canada
76s come in various models with different gross weights and power-plants of various HP.
This means that some, notably the 76 A, don’t have a huge surplus of power available in the event one donkey resigns. the 76A ++ , 76 B, 76 C++ and 76 D have a much better margin to play with in the event of mutiny in the engine room.
Various departure and landing profiles can be flown and the debate over which is safest is ongoing.
Factors such as wind, temp, gross weight, space and drop down height available for an abort or flyaway not to mention company SOP and TC regulation.
Best wishes in your future aviation endeavours.
Remember if in doubt …RFM and if that doesn’t work ask and listen. 90% of pilots will be happy to answer ( time permitting ) ….but take a grain of salt with the meal.
“Common Sense Should Prevail”:……Ask yourself ….”Would I do this with my dear mother aboard?”
Oh …..never forget the hover check and clearing turn before attempting aviation.
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From: Sometimes here, sometimes there
Generally Airbus (and it's predecessors) have published a 'back-up' profile for ground level helipads, whereas Sikorsky favour a vertical profile. Elevated helipad operations, such as those found offshore, also use a vertical profile.
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From: South East Asia
In this case, with president Macron on board, no CAT A departure, just a generous pushing forward (it did not seem power limited at all)
a case can be made:
- its quicker
- less time exposed as a static target (missile and drone attack...)
- aircraft with unquestionable maintenance (millitary)
- good weather visibility
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From: OGE
To the OP
A more generalised explanation.
Many ME machines can be operated “performance class 1” The definition of this is that suffering a SE failure: a crash can be avoided. Either by landing, or flying away.
To ensure this performance: weights/profiles/techniques described in the RFM must be followed exactly.
It’s largely up to the operator/operation as to whether the machine is operated to these standards. As mentioned the weight might have to be reduced. Often significantly. Potentially some machines couldn’t operate PC1 from some locations at any weight.
An analogy with your assumed SE experience. HV curves. From a clear area, you could follow the graphs in your RFM, and be capable of an auto rotational landing from any position in your departure. From a confined area, your only option might be a vertical departure that puts you in the HV “avoid” area. An engine failure in the avoid area will likely result in a crash (safe landing not demonstrated during certification testing). A risk most SE pilots accept, but minimise. The risks are often dictated by the local rules dependent on operation.
Hope this helps
A more generalised explanation.
Many ME machines can be operated “performance class 1” The definition of this is that suffering a SE failure: a crash can be avoided. Either by landing, or flying away.
To ensure this performance: weights/profiles/techniques described in the RFM must be followed exactly.
It’s largely up to the operator/operation as to whether the machine is operated to these standards. As mentioned the weight might have to be reduced. Often significantly. Potentially some machines couldn’t operate PC1 from some locations at any weight.
An analogy with your assumed SE experience. HV curves. From a clear area, you could follow the graphs in your RFM, and be capable of an auto rotational landing from any position in your departure. From a confined area, your only option might be a vertical departure that puts you in the HV “avoid” area. An engine failure in the avoid area will likely result in a crash (safe landing not demonstrated during certification testing). A risk most SE pilots accept, but minimise. The risks are often dictated by the local rules dependent on operation.
Hope this helps
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From: Den Haag
Not true: they can operate PC1 or PC2. If PC2 they need to be able to conduct a safe forced landing in the event of an engine failure before DPATO. I assume they have floats and consider a ditching to qualify.
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From: Abroad
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From: Great South East, tired and retired
Great view from the Fairmont Waterfront of those busy S-76s going "oat and a boat" their business. Also the stacks of floatplanes, the cruise ships, and trains all with Vancouver Harbour as their hub. Busy spot.
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From: White Waltham, Prestwick & Calgary
The backwards takeoff is controversial, if only because you are going backwards downwind in the early stages which is why it shouldn't be done in single-engined helicopters because when the engine stops you will go down vertically and not get back into the departure point.
The other thing about it is that it should be done dynamically, which is what keeps you out of the H/V curve. This means it shouldn't be done too slowly - the 76 I believe requires a rate of climb of 1000 fpm, so if an engine quits you have momentum behind you. The other reason for not hanging about concerns the tail rotor - you will have full power pedal at the top of the climb, which is a very vulnerable position to be in. If the tail rotor goes you are stuffed. The truth is that people are so twitched up about engine failure they forget the rest of the machine.
The other thing about it is that it should be done dynamically, which is what keeps you out of the H/V curve. This means it shouldn't be done too slowly - the 76 I believe requires a rate of climb of 1000 fpm, so if an engine quits you have momentum behind you. The other reason for not hanging about concerns the tail rotor - you will have full power pedal at the top of the climb, which is a very vulnerable position to be in. If the tail rotor goes you are stuffed. The truth is that people are so twitched up about engine failure they forget the rest of the machine.
Last edited by paco; 10th June 2026 at 04:30.
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From: Wildest Surrey
I holidayed at Jolly Harbour in Antigua and noted that at the heliport there (which used 2 x Longrangers), they air taxied backwards for about 50 yards before lifting forwards.
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From: Den Haag
If the tail rotor goes (as happened in Leicester) you are stuffed. The truth is that people are so twitched up about engine failure they forget the rest of the machine.
https://www.gov.uk/government/news/a...7-october-2018
Avoid imitations
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From: Wandering the FIR and cyberspace often at highly unsociable times
Actually, not strictly accurate. The TR went to maximum pitch - I think maybe more than full power pedal input - so reducing the power to get down created an uncontrollable yaw. The final straw was landing on a small wall, with the gear up, which ruptured the belly and tanks.
https://www.gov.uk/government/news/a...7-october-2018
https://www.gov.uk/government/news/a...7-october-2018