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FAA commercial helicopter pilot theory foundations study materials
FAA commercial helicopter pilot theory foundations study resources

FAA commercial helicopter pilot theory foundations practice questions

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Question 1FAA responsibility and rule scope

Per 14 CFR 91.103, before beginning a flight a pilot in command must become familiar with which information?

  1. Only the departure airport NOTAMs
  2. Only the destination weather forecast
  3. All available information concerning that flight, including weather, runway lengths, and performance data Correct answer.
  4. Only the aircraft registration documents

Explanation

91.103 requires the PIC to become familiar with all available information concerning the flight, expressly including weather reports/forecasts, fuel requirements, alternatives, traffic delays, runway lengths, and takeoff/landing distance data.

Question 2FAA responsibility and rule scope

Under 14 CFR 91.151, the minimum fuel reserve for VFR helicopter flight (powered by other than reciprocating only? for rotorcraft) requires enough fuel to fly to the first point of intended landing and thereafter for how long at normal cruising speed?

  1. 45 minutes
  2. 30 minutes
  3. 20 minutes Correct answer.
  4. 10 minutes

Explanation

91.151(b) provides that no person may begin a VFR flight in a rotorcraft unless there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 20 minutes.

Question 3FAA responsibility and rule scope

Under 14 CFR 91.119, what minimum altitude applies to a helicopter over a congested area?

  1. A helicopter may be operated below part 91.119 minimums if without hazard and per FAA-prescribed routes/altitudes Correct answer.
  2. It must always remain 1,000 feet above the highest obstacle within 2,000 feet
  3. It must always remain at least 500 feet above the surface
  4. Helicopters may never operate over congested areas

Explanation

91.119(d) provides that a helicopter may be operated at less than the minimums of 91.119(b) or (c) if the operation is conducted without hazard to persons or property on the surface and the pilot complies with any routes or altitudes specifically prescribed for helicopters by the FAA.

Question 4FAA responsibility and rule scope

Per 14 CFR 91.7, who is responsible for determining whether the aircraft is in condition for safe flight?

  1. The flight service station
  2. The aircraft owner only
  3. The pilot in command Correct answer.
  4. Air traffic control

Explanation

91.7 makes the pilot in command responsible for determining whether the aircraft is in condition for safe flight and requires discontinuing the flight when unairworthy mechanical, electrical, or structural conditions occur.

Question 5FAA responsibility and rule scope

Per 14 CFR 91.3, when may a pilot in command deviate from a rule during an in-flight emergency?

  1. Never under any circumstances
  2. To the extent required to meet that emergency Correct answer.
  3. Only with prior ATC written approval
  4. Only if a passenger requests it

Explanation

91.3(b) allows the PIC, in an in-flight emergency requiring immediate action, to deviate from any rule of part 91 to the extent required to meet that emergency, with a written report required if requested by the Administrator.

Question 6Rotary-wing aerodynamic foundations

What primarily causes settling with power (vortex ring state) in a helicopter?

  1. Loss of tail rotor thrust at altitude
  2. Excessive forward airspeed in level cruise
  3. Operating in the helicopter's own downwash at low airspeed with high power and a vertical or near-vertical descent Correct answer.
  4. Carburetor ice during descent

Explanation

Vortex ring state develops when the rotor descends into its own downwash at low forward airspeed (typically under ~ETL speed) with a descent rate combined with power applied, recirculating air through the rotor and reducing lift.

Question 7Rotary-wing aerodynamic foundations

Retreating blade stall in a single-rotor helicopter is most likely at which condition?

  1. High forward airspeed, high gross weight, high density altitude, and turbulence Correct answer.
  2. Hover in ground effect at light weight
  3. Low airspeed autorotation near the ground
  4. Vertical climb at low density altitude

Explanation

As forward airspeed increases, the retreating blade must operate at higher angles of attack to maintain lift symmetry; high speed, heavy weight, high DA, low rotor RPM, and turbulence increase the chance the retreating blade exceeds its critical angle and stalls.

Question 8Rotary-wing aerodynamic foundations

The first indication of retreating blade stall in many helicopters is typically:

  1. Abnormal vibration, then a pitch-up and roll tendency toward the retreating side Correct answer.
  2. A smooth, gradual loss of all engine power
  3. An uncommanded yaw with no vibration
  4. A steady increase in rotor RPM

Explanation

Retreating blade stall commonly first appears as an abnormal 2-per-rev vibration, followed by a nose pitch-up and a roll tendency toward the retreating side as that side loses lift.

Question 9Rotary-wing aerodynamic foundations

Dynamic rollover occurs when:

  1. The retreating blade stalls at high forward airspeed
  2. A helicopter pivots about a skid/wheel that is a fixed point, and the critical rollover angle is exceeded so the aircraft rolls over despite full corrective cyclic Correct answer.
  3. The compressor surges during a hot start
  4. The tail rotor gearbox overheats in cruise

Explanation

Dynamic rollover happens when a skid or wheel becomes a pivot point (e.g., contacting the ground, a tie-down, or stuck) and a rolling moment continues past the critical angle; once that angle is exceeded, cyclic alone cannot stop the roll, and reducing collective is the key recovery.

Question 10Rotary-wing aerodynamic foundations

Ground resonance is best described as:

  1. An engine compressor stall during climb
  2. An aerodynamic stall of the retreating blade in cruise
  3. A self-excited mechanical oscillation caused by lead-lag rotor blade imbalance interacting with the landing gear/ground while on the surface Correct answer.
  4. Loss of tail rotor authority in a hover

Explanation

Ground resonance is a destructive harmonic vibration in articulated-rotor helicopters when blade lead-lag imbalance couples with the landing gear oscillation; it can rapidly destroy the aircraft if not interrupted.

Question 11Rotary-wing aerodynamic foundations

During autorotation, what primarily keeps the main rotor turning?

  1. Continuous engine torque through the transmission
  2. Upward airflow through the rotor disc driving the blades as the helicopter descends Correct answer.
  3. Tail rotor thrust transmitted to the main rotor
  4. Battery-powered rotor motors

Explanation

In autorotation the engine is no longer driving the rotor; the relative upward airflow through the descending rotor disc drives the blades, maintaining rotor RPM in the autorotative (driving) region of the blade.

Question 12Rotary-wing aerodynamic foundations

During steady-state autorotation, the rotor disc is commonly divided into which functional regions?

  1. Lead, lag, and flap regions only
  2. Hover, cruise, and climb regions
  3. Compressor, combustor, and turbine regions
  4. Driven (propeller) region, driving (autorotative) region, and stall region Correct answer.

Explanation

In autorotation, the outer portion is the driven region (creates drag), the middle is the driving region (produces the force that keeps the rotor turning), and the inner portion is the stall region; their balance keeps rotor RPM stable.

Question 13Rotary-wing aerodynamic foundations

Hovering in ground effect (HIGE) compared with hovering out of ground effect (HOGE) generally:

  1. Requires more power because the ground increases induced drag
  2. Requires less power because the ground reduces induced flow and induced drag, improving rotor efficiency near the surface Correct answer.
  3. Has no effect on power required
  4. Only matters above 1,000 feet AGL

Explanation

Within roughly one rotor diameter of the surface, ground effect reduces the induced velocity and induced drag, so less power is needed to hover in ground effect than out of ground effect.

Question 14Rotary-wing aerodynamic foundations

Translating tendency (tail rotor drift) in a single-main-rotor helicopter is the tendency of the helicopter to:

  1. Climb whenever collective is neutral
  2. Pitch nose-down during cruise
  3. Drift in the direction of tail rotor thrust during a hover, requiring compensating cyclic or rigging Correct answer.
  4. Yaw opposite to torque without pedal input

Explanation

The tail rotor produces a sideward thrust to counter main-rotor torque; this lateral thrust makes the helicopter drift in the direction of tail-rotor thrust during a hover, compensated by cyclic input or design rigging/mast tilt.

Question 15Rotary-wing aerodynamic foundations

Loss of tail rotor effectiveness (LTE) is most likely in which condition?

  1. High-speed straight-and-level cruise
  2. Low airspeed, out of ground effect, high power, with relative wind from certain critical azimuths (e.g., quartering tailwind) Correct answer.
  3. Autorotation with the engine at idle
  4. Ground taxi with rotor at flat pitch

Explanation

LTE is an aerodynamic condition (not a mechanical failure) most likely at low airspeed, high power demand, and with winds from critical relative azimuths such as weathercock and tail-rotor vortex ring directions, often a left quartering or tailwind for U.S. counterclockwise rotors.

Question 16Rotary-wing aerodynamic foundations

Dissymmetry of lift in forward flight is compensated primarily by:

  1. Blade flapping and cyclic feathering that equalize lift between advancing and retreating blades Correct answer.
  2. Increasing engine RPM only
  3. Adding tail rotor pitch
  4. Lowering the landing gear

Explanation

In forward flight the advancing blade has higher relative wind than the retreating blade; the rotor system equalizes lift through blade flapping (changing angle of attack) and cyclic feathering inputs.

Question 17Rotary-wing aerodynamic foundations

Coriolis effect on a rotor system refers to:

  1. The Earth's rotation deflecting the helicopter's ground track
  2. A change in blade rotational speed (lead-lag) as the blade's center of mass moves toward or away from the axis of rotation during flapping Correct answer.
  3. Compressibility effects at the blade tip
  4. The tendency of the nose to yaw with power changes

Explanation

As a flapping blade's center of mass moves closer to or farther from the rotational axis, conservation of angular momentum causes the blade to speed up or slow down (lead-lag), the rotor-system Coriolis effect, accommodated by lead-lag hinges or flexure.

Question 18Rotary-wing aerodynamic foundations

Why does maximum gross weight that a helicopter can hover OGE decrease as density altitude increases?

  1. Hover performance is independent of density altitude
  2. Higher density altitude increases air density and thrust
  3. Density altitude affects only fixed-wing aircraft
  4. Higher density altitude reduces air density, decreasing rotor thrust and engine power available Correct answer.

Explanation

As density altitude rises (high elevation, high temperature, high humidity, low pressure), air density falls, reducing both the thrust the rotor can produce and the power the engine can deliver, lowering the maximum hover weight.

Question 19Rotary-wing aerodynamic foundations

A helicopter's autorotation glide distance for a given altitude is generally maximized by:

  1. Maintaining the recommended airspeed for maximum glide and rotor RPM within the green arc Correct answer.
  2. Lowering airspeed to near zero and minimum rotor RPM
  3. Maintaining maximum forward airspeed regardless of RPM
  4. Increasing collective to slow the descent early

Explanation

Best autorotative glide distance is achieved at the manufacturer's recommended glide airspeed with rotor RPM controlled within limits; too slow or too fast reduces distance, and raising collective early decays rotor RPM.

Question 20Rotary-wing aerodynamic foundations

Why is rotor RPM management critical during the entry to autorotation after a power failure?

  1. High rotor RPM always causes ground resonance in flight
  2. Rotor RPM has no effect on autorotation safety
  3. Rotor RPM is the primary source of stored energy; allowing it to decay low can make recovery and flare ineffective Correct answer.
  4. Only engine RPM matters during autorotation

Explanation

In autorotation the rotor's rotational energy is the pilot's reserve for arresting descent during the flare and cushioning touchdown; letting RPM decay below limits removes that energy and can prevent a successful landing.

Question 21Rotary-wing aerodynamic foundations

Why must a pilot avoid abrupt large control inputs near maximum forward airspeed (Vne) in turbulence?

  1. High load factor and high speed increase the retreating blade angle of attack, hastening retreating blade stall and blade flapping limits Correct answer.
  2. Vne only matters at low altitude
  3. Control inputs have no aerodynamic effect at high speed
  4. Turbulence increases rotor RPM beyond the engine governor's ability only

Explanation

At high speed, abrupt maneuvering and gust loading raise the load factor and the angle of attack on the retreating blade, accelerating retreating blade stall and potentially exceeding flapping/structural limits.

Question 22Rotary-wing aerodynamic foundations

Why does an OGE hover require more power than an IGE hover at the same weight?

  1. Without ground effect the induced velocity and induced drag are higher, increasing power required Correct answer.
  2. Out of ground effect the air is denser
  3. Tail rotor thrust is not needed OGE
  4. Rotor blades produce no lift OGE

Explanation

Out of ground effect there is no surface to reduce the rotor's induced flow, so induced velocity and induced drag are higher, requiring more power than an in-ground-effect hover at the same weight.

Question 23Weather mechanisms and reports

A SIGMET (WS) is issued for which type of weather?

  1. Airport NOTAMs
  2. Routine surface observations
  3. Only light turbulence affecting small aircraft
  4. Significant hazards such as severe icing, severe turbulence, dust/sandstorms, and volcanic ash affecting all aircraft Correct answer.

Explanation

A SIGMET advises of weather significant to the safety of all aircraft, including severe/extreme turbulence, severe icing, widespread dust/sandstorms, and volcanic ash; a Convective SIGMET covers severe thunderstorm activity.

Question 24Weather mechanisms and reports

An AIRMET Zulu indicates:

  1. Severe turbulence only
  2. Moderate icing and freezing levels Correct answer.
  3. Volcanic ash only
  4. Surface visibilities above 6 SM

Explanation

AIRMET Zulu covers moderate icing and provides freezing-level information; AIRMET Tango covers moderate turbulence/strong surface winds and AIRMET Sierra covers IFR conditions and mountain obscuration.

Question 25Weather mechanisms and reports

Why is rotor icing particularly hazardous for helicopters?

  1. Ice always improves rotor efficiency
  2. Ice changes blade airfoil shape and adds asymmetric weight, degrading lift, increasing power required, and causing severe vibration Correct answer.
  3. Helicopters cannot accumulate rotor ice
  4. Rotor ice only affects autopilot systems

Explanation

Ice accretion distorts the rotor airfoil and can shed asymmetrically, dramatically reducing lift, increasing required power and drag, and producing destructive vibration, making most light helicopters prohibited from flight into known icing.

Question 26Weather mechanisms and reports

A temperature/dew point spread that is small and decreasing typically indicates:

  1. Strong, dry downslope winds
  2. Improving visibility and rising ceilings
  3. Increasing likelihood of fog or low stratus/clouds forming Correct answer.
  4. Decreasing relative humidity

Explanation

As temperature and dew point converge, relative humidity approaches 100 percent, favoring condensation such as fog, mist, or low stratus, especially with cooling and light winds.

Question 27Weather mechanisms and reports

Which is a primary hazard of operating a helicopter near thunderstorms?

  1. Improved visibility under the storm
  2. Only smooth, predictable lift
  3. Reduced density altitude only
  4. Severe turbulence, strong gust fronts, downbursts/microbursts, hail, and lightning Correct answer.

Explanation

Thunderstorms produce severe turbulence, damaging gust fronts and microburst wind shear, hail, lightning, and heavy precipitation, all extremely hazardous for helicopters; pilots should avoid them by a wide margin.

Question 28Weather mechanisms and reports

A microburst encountered on approach typically first produces:

  1. A gradual, predictable headwind that persists
  2. A steady tailwind only
  3. Calm winds and improved climb performance
  4. A performance-increasing headwind followed by a strong downdraft and a performance-decreasing tailwind Correct answer.

Explanation

Entering a microburst, an aircraft first meets an increasing headwind (apparent performance gain), then a powerful downdraft, then a sudden tailwind/loss of performance, an extremely dangerous low-level shear sequence.

Question 29Weather mechanisms and reports

Mountain wave activity is best associated with:

  1. Warm, moist tropical air over flat terrain
  2. Light winds and an unstable, well-mixed atmosphere
  3. Calm conditions overnight in a valley
  4. Strong winds roughly perpendicular to a mountain ridge with a stable layer aloft, producing turbulence and downdrafts on the lee side Correct answer.

Explanation

Mountain waves form when strong winds blow across a ridge with a stable layer aloft, creating standing waves, rotor turbulence, and strong lee-side downdrafts that can exceed a helicopter's climb capability.

Question 30Weather mechanisms and reports

On a constant-pressure or surface analysis chart, closely spaced isobars indicate:

  1. High visibility guaranteed
  2. Light and variable winds
  3. A strong pressure gradient and therefore stronger winds Correct answer.
  4. Stable, fog-prone conditions only

Explanation

The pressure gradient force is proportional to how tightly isobars are spaced; closely spaced isobars mean a steep gradient and stronger winds, important for helicopter wind/turbulence planning.

Question 31Weather mechanisms and reports

A stationary front is characterized by:

  1. Rapid frontal passage with a sharp wind shift only
  2. A boundary with little movement where opposing air masses are roughly in balance, often producing prolonged clouds and precipitation Correct answer.
  3. Strictly clear skies on both sides
  4. An advancing cold air mass overtaking warm air quickly

Explanation

A stationary front has nearly balanced opposing air masses with little net movement, often bringing extended periods of clouds, fog, and precipitation along the boundary, relevant for go/no-go helicopter decisions.

Question 32Weather mechanisms and reports

PIREPs (pilot reports) are valuable because they:

  1. Are issued only by ATC for IFR aircraft
  2. Replace all forecast products permanently
  3. Provide real-time observed conditions such as turbulence, icing, and cloud tops directly from aircraft Correct answer.
  4. Predict weather two weeks ahead

Explanation

PIREPs are timely, location-specific observations of actual conditions (turbulence, icing, tops, visibility) from pilots in flight, filling gaps between forecasts and ground observations.

Question 33Weather mechanisms and reports

In a METAR, the group 'OVC008' means:

  1. Visibility 8 statute miles
  2. An overcast ceiling at 800 feet above ground level Correct answer.
  3. Wind from 008 degrees
  4. Temperature 8 degrees Celsius

Explanation

Sky cover in a METAR is reported in hundreds of feet AGL; OVC008 is an overcast layer at 800 feet AGL, which would be the ceiling.

Question 34Weather mechanisms and reports

Why is density altitude a key weather-related performance factor for helicopters?

  1. High density altitude increases available power
  2. Density altitude only affects fuel color
  3. High density altitude reduces rotor thrust and engine power, decreasing hover and climb performance Correct answer.
  4. It applies only at night

Explanation

Density altitude integrates pressure, temperature, and humidity into an effective performance altitude; high values mean thin air, less rotor thrust, and less engine power, a critical helicopter planning factor.

Question 35Powerplant and helicopter systems

Which gas-turbine engine section first compresses incoming air before combustion?

  1. The compressor section Correct answer.
  2. The exhaust section
  3. The free power turbine
  4. The reduction gearbox

Explanation

In a turboshaft engine, the compressor section raises the pressure of incoming air, which then enters the combustion section where fuel is added and burned to drive the turbines.

Question 36Powerplant and helicopter systems

A free (power) turbine turboshaft engine differs from a fixed-shaft turboshaft because:

  1. The power turbine is not mechanically connected to the gas-producer turbine and can turn independently to drive the rotor Correct answer.
  2. The compressor is removed entirely
  3. It has no combustion section
  4. It cannot be used in helicopters

Explanation

In a free-turbine engine, the gas-producer (N1) section is aerodynamically, not mechanically, coupled to the free power turbine (N2) that drives the rotor through the transmission, allowing rotor-speed independence and easier starting.

Question 37Powerplant and helicopter systems

FADEC (Full Authority Digital Engine Control) in a turbine helicopter primarily provides:

  1. Cabin entertainment functions
  2. Manual-only throttle with no automation
  3. Direct main rotor blade pitch control
  4. Automatic, precise digital control of engine fuel scheduling and limits, reducing pilot workload and protecting the engine Correct answer.

Explanation

FADEC uses a digital computer to manage fuel scheduling, starting, acceleration, and operating limits automatically, improving engine protection and reducing pilot workload compared with manual fuel control.

Question 38Powerplant and helicopter systems

A rising main transmission oil temperature with falling oil pressure most likely indicates:

  1. An impending transmission/gearbox problem requiring landing as soon as possible per the AFM Correct answer.
  2. A normal indication during cruise
  3. A fuel pump failure
  4. A tail rotor pitch change

Explanation

High gearbox oil temperature combined with low oil pressure suggests lubrication or cooling failure that can lead to transmission seizure; the AFM typically directs landing as soon as possible.

Question 39Powerplant and helicopter systems

A turbine engine compressor stall is characterized by:

  1. Increased oil quantity
  2. A smooth, undetectable normal condition
  3. Disrupted airflow through the compressor, often with loud bangs, fluctuating engine instruments, and possible power loss Correct answer.
  4. Tail rotor overspeed only

Explanation

A compressor stall occurs when the smooth airflow through the compressor breaks down (often from contamination, damage, or rapid throttle changes), producing loud reports, fluctuating engine parameters, and possible thrust loss.

Question 40Powerplant and helicopter systems

On a turbine helicopter, an engine 'hot start' refers to:

  1. A start with the rotor brake engaged
  2. A normal start in cold weather
  3. Excess fuel pressure with no temperature effect
  4. A start in which turbine temperature (TOT/ITT/EGT) exceeds limits, risking engine damage Correct answer.

Explanation

A hot start occurs when exhaust/turbine gas temperature exceeds the start limit, often from too much fuel or insufficient airflow during start, and can cause serious engine damage; the start should be aborted per procedure.

Question 41Powerplant and helicopter systems

What does a helicopter's dual-needle (engine RPM / rotor RPM) tachometer allow the pilot to verify?

  1. Cabin altitude
  2. Whether the needles are joined (engine driving rotor) or split (autorotation/clutch disengaged) Correct answer.
  3. Fuel temperature
  4. Hydraulic reservoir level

Explanation

A dual-needle tachometer shows engine and rotor RPM together; joined needles mean the engine is driving the rotor, while split needles indicate autorotation or a freewheeling-unit/clutch condition.

Question 42Rotor controls and transmission

The main purpose of a helicopter freewheeling unit (sprag/overrunning clutch) is to:

  1. Provide cabin heat
  2. Increase engine power output
  3. Allow the main rotor to continue turning and enter autorotation if engine RPM drops below rotor RPM Correct answer.
  4. Control tail rotor pitch

Explanation

The freewheeling (overrunning) clutch disconnects the engine from the rotor drive when engine RPM falls below rotor RPM, allowing the rotor to autorotate freely after a power loss.

Question 43Rotor controls and transmission

What is the main function of the helicopter transmission (main gearbox)?

  1. Generate electrical power for avionics only
  2. Reduce engine output RPM to the proper rotor RPM and transmit power to the main and tail rotors Correct answer.
  3. Cool the cabin
  4. Store hydraulic fluid

Explanation

The main transmission reduces high engine RPM to the much lower main-rotor RPM and transmits power to both the main and tail rotor drive systems, while also providing mounting for accessories.

Question 44Hover performance, loading and margins

A pilot computes that adding 200 lb of cargo moves the loaded CG aft of the rearward limit. The correct action is to:

  1. Redistribute or reduce the load so the CG remains within the approved envelope before flight Correct answer.
  2. Fly anyway because helicopters self-correct CG
  3. Add more aft cargo to balance it
  4. Ignore CG limits if total weight is under gross

Explanation

The helicopter must be operated within its weight and CG envelope; an aft-of-limit CG must be corrected by repositioning or reducing load (or adding approved ballast) before flight, regardless of total weight being under gross.

Question 45Hover performance, loading and margins

A helicopter with an aft CG beyond limits will most likely exhibit:

  1. Improved hover stability with no drawback
  2. Reduced forward cyclic authority and a nose-high attitude, potentially insufficient control for forward flight Correct answer.
  3. Reduced rotor RPM automatically
  4. Increased fuel efficiency only

Explanation

An excessively aft CG can require so much forward cyclic to maintain attitude that insufficient remaining forward control exists, particularly at higher speeds, a serious controllability hazard.

Question 46Hover performance, loading and margins

Compute the moment of a 170 lb pilot seated at a station arm of 65 inches.

  1. 2,615 lb-in
  2. 11,050 lb-in Correct answer.
  3. 235 lb-in
  4. 1,105 lb-in

Explanation

Moment equals weight multiplied by arm: 170 lb x 65 in = 11,050 lb-in. Moments are summed and divided by total weight to find CG.

Question 47Hover performance, loading and margins

A helicopter has an empty weight of 1,500 lb at moment 150,000 lb-in. With a pilot/fuel adding 400 lb at moment 30,000 lb-in, what is the loaded CG (to the nearest 0.1 in)?

  1. 94.7 in Correct answer.
  2. 100.0 in
  3. 75.0 in
  4. 120.0 in

Explanation

Total weight = 1,500 + 400 = 1,900 lb; total moment = 150,000 + 30,000 = 180,000 lb-in; CG = 180,000 / 1,900 = 94.7 in.

Question 48Hover performance, loading and margins

Before a maximum-performance takeoff at a high-elevation site, the most important performance reference is:

  1. The pilot's logbook total time
  2. The aircraft's paint scheme
  3. Average winds from last month
  4. The AFM/RFM hover and takeoff performance charts for the actual weight, pressure altitude, and temperature Correct answer.

Explanation

Performance planning requires using the rotorcraft flight manual charts (HIGE/HOGE, takeoff, and climb) for the actual gross weight, pressure altitude, and temperature to confirm adequate margin before committing.

Question 49Hover performance, loading and margins

Adding fuel that shifts the CG within limits but increases gross weight above maximum requires the pilot to:

  1. Disregard maximum gross weight if CG is centered
  2. Fly anyway since CG is within limits
  3. Add ballast forward
  4. Reduce weight (offload payload or fuel) to remain at or below maximum gross weight before flight Correct answer.

Explanation

Both CG and maximum gross weight limits must be satisfied; an in-limit CG does not authorize exceeding maximum gross weight, so payload or fuel must be reduced before flight.

Question 50Basic navigation, time and fuel

True course is 090 degrees, wind is from 180 degrees, and a wind correction places the heading at 098 degrees. Variation is 10 degrees E. What is the approximate magnetic heading?

  1. 108 degrees
  2. 088 degrees Correct answer.
  3. 098 degrees
  4. 078 degrees

Explanation

To convert true heading to magnetic heading, subtract easterly variation: 098 true minus 10 east equals 088 magnetic. (East is least, west is best.)