Helicopter Flight Hazards

Question 1

When the helicopter is in contact with the surface during takeoffs or landings, the helicopter is susceptible to a lateral rolling tendency called

a) Ground resonance.

b) Excessive main rotor drooping condition (EMRDC).

c) Dynamic rollover.

Answer 1

C) Dynamic rollover.

Question 2

For __________ to occur, some factor must first cause the helicopter to roll or pivot around the skid until its critical rollover angle is reached.

a) Dynamic rollover.

b) Ground resonance.

c) Loss of tail rotor effectiveness.

Answer 2

A) Dynamic rollover.

Question 3

After the __________ is achieved, the cyclic does not have sufficient range of control to eliminate the thrust component and convert it to lift.

a) Critical angle

b) Adverse angle

c) Cyclic angle

Answer 3

A) Critical angle

Question 4

After the critical angle is exceeded, the helicopter rolls on its side regardless of the cyclic correction made.

a) True.

b) False.

Answer 4

A) True.

Question 5

After the critical angle is exceeded, the pilot may apply full cyclic opposite the rolling motion to stop the roll from continuing.

a) True.

b) False.

Answer 5

B) False.

Question 6

What type of rotor system is susceptible to dynamic rollover?

a) Fully articulated

b) Semi-rigid.

c) All are correct.

Answer 6

C) All are correct.

Question 7

Which of the following could lead to a dynamic rollover event?

a) Improper technique during slop operations.

b) One skid stuck in the mud.

c) All are correct.

Answer 7

C) All are correct.

Question 8

Dynamic rollover can only occur during slope operations.

a) True.

b) False.

Answer 8

B) False.

Question 9

If the __________ is exceeded, the helicopter rolls on its side regardless of the cyclic corrections made.

a) Adverse angle

b) Slope limit angle

c) Critical rollover angle

Answer 9

C) Critical rollover angle

Question 10

Which is the most effective way to stop dynamic rollover from developing.

a) Quickly applying upslope cyclic.

b) Quickly reducing collective pitch.

c) Quickly applying downslope cyclic.

Answer 10

B) Quickly reducing collective pitch.

Question 11

Even after the critical angle has been exceeded, the application of full down collective will prevent a dynamic rollover event from occurring.

a) True.

b) False.

Answer 11

B) False.

Question 12

Certain conditions reduce the critical rollover angle, increasing the possibility for dynamic rollover. Some of these are

a) Rate of rolling motion.

b) Operating at minimum gross weights with thrust (lift) approximately less than the weight.

c) All are correct.

Answer 12

A) Rate of rolling motion.

Question 13

Certain conditions reduce the critical rollover angle, increasing the possibility for dynamic rollover. Some of these are

a) Rate of rolling motion.

b) Operating at high gross weights with thrust (lift) approximately equal to the weight.

c) All are correct.

Answer 13

C) All are correct.

Question 14

In regard to dynamic rollover, the following conditions are most critical for helicopters with counterclockwise main rotor rotation:

a) Right skid down.

b) Left yaw inputs.

c) All are correct.

Answer 14

C) All are correct.

Question 15

In regard to dynamic rollover, the following conditions are most critical for helicopters with counterclockwise main rotor rotation:

a) Right skid down.

b) Crosswinds from the left.

c) All are correct.

Answer 15

C) All are correct.

Question 16

In regard to dynamic rollover, the following conditions are most critical for helicopters with counterclockwise main rotor rotation:

a) Left skid down.

b) Crosswinds from the right.

c) None are correct.

Answer 16

C) None are correct.

Question 17

In regard to dynamic rollover, the following conditions are most critical for helicopters with counterclockwise main rotor rotation:

a) Right skid down.

b) Right lateral CG.

c) All are correct.

Answer 17

C) All are correct.

Question 18

The collective is more effective in controlling the rolling motion than lateral cyclic, because it

a) Decreases the main rotor thrust (lift).

b) Decreases tail rotor authority.

c) Allows for more range of cyclic input.

Answer 18

A) Decreases the main rotor thrust (lift).

Question 19

The collective should not be pulled suddenly to get airborne (during a possible dynamic rollover event), as this may cause a large and abrupt rolling moment in the opposite direction.

a) True.

b) False.

Answer 19

A) True

Question 20

Flat light

a) Is an optical illusion, also known as “sector or partial white out.”

b) Occurs when a person becomes engulfed in a uniformly white glow.

c) Typically occurs when a helicopter takes off or lands on a snow-covered area; the rotor wash picks up particles and re-circulates them through the rotor down wash.

Answer 20

A) Is an optical illusion, also known as “sector or partial white out.”

Question 21

Which is an optical illusion, also known as “sector or partial white out”?

a) White out.

b) Self-induced white out.

c) Flat light.

Answer 21

C) Flat light.

Question 22

Flat light conditions can occur

a) In dust or sand.

b) On mud flats or glassy water.

c) All are correct.

Answer 22

C) All are correct.

Question 23

Which phenomenon can completely obscure features of the terrain, creating an inability to distinguish distances and closure rates and can give pilots the illusion they are ascending or descending when they may actually be flying level?

a) Flat light.

b) White out.

c) Self-induced white out.

Answer 23

A) Flat light.

Question 24

In meteorological terms, white out is when a person

a) Is temporarily blinded by lightning in flight.

b) Becomes engulfed in a uniformly white glow.

c) Is temporarily blinded by vehicle headlights when conducting off-airport landings.

Answer 24

B) Becomes engulfed in a uniformly white glow.

Question 25

Self-induced white out occurs when

a) A helicopter takes off or lands on a snow covered area; the rotor wash picks up particles and re-circulates them through the rotor downwash.

b) A helicopter operates through a snow shower at altitude.

c) Operating a helicopter with NVGs, a bright light causes the goggles to “white-out.”

Answer 25

A) A helicopter takes off or lands on a snow covered area; the rotor wash picks up particles and re-circulates them through the rotor downwash.

Question 26

Techniques to lower flat light risks include

a) Always leave yourself an out.

b) Fly until you have only one visual reference left.

c) All the above.

Answer 26

A) Always leave yourself an out.

Question 27

Techniques to lower flat light risks include

a) Always leave yourself an out.

b) Don’t fly until you have only one visual reference left.

c) All the above.

Answer 27

C) All the above.

Question 28

Vortex ring state describes an aerodynamic condition in which a helicopter may be in a vertical descent with

a) 20% up to maximum power applied.

b) Little to no climb performance.

c) All are correct.

Answer 28

C) All are correct.

Question 29

The term “settling with power” comes from the fact that the helicopter

a) Keeps settling even though no power is applied – a normal condition for steep approaches.

b) Keeps settling even though full engine power is applied.

c) Keeps settling with full up collective and below minimum rotor rpm (Nr).

Answer 29

B) Keeps settling even though full engine power is applied.

Question 30

A fully developed vortex ring state is characterized by an unstable condition in which the helicopter experiences

a) Uncommanded pitch and roll oscillations, has little or no collective authority, and achieves a rate of descent that may approach 6,000 feet per minute is allowed to develop.

b) Uncommanded pitch and roll oscillations only when allowed to develop.

c) Uncommanded yaw oscillations; however, the collective maintains authority and may be used to exit the condition.

Answer 30

a) Uncommanded pitch and roll oscillations, has little or no collective authority, and achieves a rate of descent that may approach 6,000 feet per minute is allowed to develop.

Question 31

Conditions likely to cause settling with power are

a) High gross weight, high density altitude, and strong downdrafts.

b) Airspeed less than effective translational lift, 20% or more of available power applied to the rotor system, and a vertical descent rate of at least 300 fpm.

c) Low rotor RPM, over-controlling flight controls, and insufficient power applied

Answer 31

B) Airspeed less than effective translational lift, 20% or more of available power applied to the rotor system, and a vertical descent rate of at least 300 fpm.

Question 32

Some situations that are conducive to a settling with power condition may include

a) Approaches to a pinnacle or rooftop helipads when the wind is not aligned with the landing direction.

b) Downwind and steep approaches in which airspeed is permitted to drop below 10 kts without controlling the rate of descent.

c) All are correct.

Answer 32

C) All are correct.

Question 33

What corrective action(s) can a pilot take to recover from settling with power?

a) Increase forward speed and partially lower collective pitch.

b) Increase forward speed and raise collective pitch.

c) Decrease forward speed and partially raise collective pitch.

Answer 33

A) Increase forward speed and partially lower collective pitch.

Question 34

Recovery from a fully developed vortex ring state may be achieved by

a) Decreasing airspeed and increasing collective pitch.

b) Increasing airspeed and/or partially lowering collective pitch.

c) Increasing airspeed and/or partially lowering collective pitch; or lateral cyclic combined with lateral tailrotor thrust (depending on barriers).

Answer 34

C) Increasing airspeed and/or partially lowering collective pitch; or lateral cyclic combined with lateral tailrotor thrust (depending on barriers).

Question 35

Approaches to pinnacle or rooftop helipads when the wind is not aligned with the landing direction should be avoided, primarily because

a) The airspeed indicator would be unreliable.

b) A go-around would be very difficult to accomplish.

c) A settling with power could situation could develop.

Answer 35

C) A settling with power could situation could develop.

Question 36

During a downwind, steep approach in which airspeed drops below 10 kts with an uncontrolled rate of descent, what hazardous condition may develop?

a) Ground resonance.

b) Settling with power.

c) Blade stall vibration.

Answer 36

B) Settling with power.

Question 37

The addition of power in a settling with power situation produces an

a) Increase in airspeed.

b) Even greater rate of descent.

c) Increase in cyclic control effectivene

Answer 37

B) Even greater rate of descent.

Question 38

Under what situation is accidental settling with power likely to occur?

a) A steep approach in which the airspeed is permitted to drop to nearly zero with an uncontrolled rate of descent.

b) A shallow approach in which the airspeed is permitted to drop below 10 MPH.

c) Hovering in ground effect during calm wind, high-density altitude conditions.

Answer 38

A) A steep approach in which the airspeed is permitted to drop to nearly zero with an uncontrolled rate of descent.

Question 39

Which of the following would qualify as an antitorque failure?

a) Failure of the power drive portion of the tail rotor system.

b) Mechanical control failure prohibiting the pilot from changing or controlling tail rotor thrust, even though the tail rotor may still be providing antitorque thrust.

c) All are correct.

Answer 39

C) All are correct.

Question 40

In the event of a tail rotor drive system failure, the helicopter spins

a) To the left in a counterclockwise rotor system and to the right in a clockwise system

b) To the left in a counterclockwise and clockwise rotor system.

c) To the right in a counterclockwise rotor system and to the left in a clockwise system.

Answer 40

C) To the right in a counterclockwise rotor system and to the left in a clockwise system.

Question 41

If a complete tail rotor failure occurs while hovering, a recommended procedure would be to

a) Enter a hovering autorotation by rolling off the throttle.

b) Apply forward cyclic and maximum climb power.

c) Increase collective pitch to reduce torque effect.

Answer 41

A) Enter a hovering autorotation by rolling off the throttle.

Question 42

The antitorque system fails during cruising flight and a powered approach landing is commenced. If the helicopter yaws to the right just prior to touchdown, what could the pilot do to help swing the nose to the left? (Counter-clockwise rotation.)

a) Increase the throttle.

b) Decrease the throttle.

c) Increase the collective pitch.

Answer 42

B) Decrease the throttle.

Question 43

If antitorque failure occurs during cruising flight, what could be done to help straighten out a left yaw prior to touchdown? (Counter-clockwise rotation.)

a) A normal running landing should be made.

b) Make a running landing using partial power and left cyclic.

c) Apply available throttle to help swing the nose to the right just prior to touchdown.

Answer 43

C) Apply available throttle to help swing the nose to the right just prior to touchdown

Question 44

Rolling off the throttle and entering an autorotation during a stuck left pedal condition will

a) Result in a successful landing.

b) Only make it worse.

c) None are correct.

Answer 44

B) Only make it worse.

Question 45

Loss of tail rotor effectiveness (LTE) or an unanticipated yaw is defined as

a) An uncommanded, rapid yaw towards the advancing blade which does not subside of its own accord.

b) An uncommanded, rapid yaw towards the retreating blade which does not subside of its own accord.

c) An uncommanded, rapid yaw toward the advancing blade which will, given time, correct itself with pilot input.

Answer 45

A) An uncommanded, rapid yaw towards the advancing blade which does not subside of its own accord.

Question 46

LTE is caused by a mechanical failure of the antitorque system.

a) True.

b) False.

Answer 46

B) False.

Question 47

An effective tail rotor relies on

a) A stable and relatively undisturbed airflow in order to provide a steady and constant anti-torque reaction.

b) An unstable and disturbed airflow in order to provide a steady and constant anti-torque reaction.

c) A stable airflow across the vertical fin to provide a constant anti-torque reaction.

Answer 47

A) A stable and relatively undisturbed airflow in order to provide a steady and constant anti-torque reaction.

Question 48

When the tail rotor reaches translational thrust, it becomes aerodynamically efficient and the improved efficiency produces more antitorque thrust.

a) True.

b) False.

Answer 48

A) True.

Question 49

An effective tail rotor relies on an unstable and disturbed airflow in order to provide a steady and constant antitorque reaction.

a) True.

b) False.

Answer 49

B) False.

Question 50

Some factors contributing to LTE are

a) Airflow and downdraft generated by the main rotor blades interfering with the airflow entering the tail rotor assembly.

b) Main rotor vortices developed at the main blade tips entering the tail rotor.

c) All are correct.

Answer 50

C) All are correct.

Question 51

Some factors contributing to LTE are

a) Turbulence and other natural phenomena affecting the airflow surrounding the tail rotor.

b) A slow forward airspeed, typically at speeds where translational lift and translational thrust are in the process of change and airflow around the tail rotor will vary in direction and speed.

c) All are correct.

Answer 51

C) All are correct.

Question 52

To avoid a possible LTE event, the pilot should avoid

a) Low speed downwind turns.

b) Large changes of power at low speeds.

c) All are correct.

Answer 52

C) All are correct.

Question 53

Weathercock stability, which can contribute to LTE, occurs with

a) A relative wind within ±15° of the 10 o’clock position, generating main rotor vortices that can blow directly into the tail rotor.

b) Tailwinds from 120° to 240°, such as left crosswinds, causing high pilot workload.

c) Winds from 210° to 330° resulting in the development of the vortex ring state of the tail rotor.

Answer 53

B) Tailwinds from 120° to 240°, such as left crosswinds, causing high pilot workload.

Question 54

Main rotor disc interference, which can contribute to LTE, occurs with

a) A relative wind within ±15° of the 10 o’clock position, generating main rotor vortices that can blow directly into the tail rotor.

b) Tailwinds from 120° to 240°, such as left crosswinds, causing high pilot workload.

c) Winds from 210° to 330° resulting in the development of the vortex ring state of the tail rotor.

Answer 54

A) A relative wind within ±15° of the 10 o’clock position, generating main rotor vortices that can blow directly into the tail rotor.

Question 55

Tail rotor vortex ring state, which can contribute to LTE occurs when

a) Tailwinds are from 120° to 240°, such as left crosswinds, causing high pilot workload.

b) A relative wind is within ±15° of the 10 o’clock position, causing a tail rotor cortex ring state to develop.

c) Winds are within 210-330° causing a tail rotor cortex ring state to develop.

Answer 55

C) Winds are within 210-330° causing a tail rotor cortex ring state to develop.

Question 56

To help reduce the onset of LTE,

a) Maintain maximum power-on rotor rpm.

b) Avoid tailwinds below airspeeds of 30 kts.

c) All are correct.

Answer 56

C) All are correct.

Question 57

If a sudden unanticipated right yaw occurs, the following recovery technique should be performed.

a) Apply forward cyclic control to increase speed; if altitude permits, reduce power.

b) Apply aft cyclic control to decrease speed and increase power.

c) Apply forward cyclic control to increase speed and increase power to maximum climb setting.

Answer 57

A) Apply forward cyclic control to increase speed; if altitude permits, reduce power.

Question 58

To avoid the onset of LTE, be especially aware of wind direction and velocity when hovering in winds of about 8-12 kts. A loss of translational lift results in

a) An unexpected low power demand and an increased anti-torque requirement.

b) An unexpected high power demand and an increased anti-torque requirement.

c) An unexpected low power demand and a decreased anti-torque requirement.

Answer 58

B) An unexpected high power demand and an increased anti-torque requirement.

Question 59

To help reduce the onset of LTE, be aware that if a considerable amount of left pedal is being maintained,

a) A sufficient amount of right pedal may not be available to counteract an unanticipated right yaw.

b) A sufficient amount of left pedal may not be available to counteract an unanticipated left yaw.

c) A sufficient amount of left pedal may not be available to counteract an unanticipated right yaw.

Answer 59

C) A sufficient amount of left pedal may not be available to counteract an unanticipated right yaw.

Question 60

Whenever possible, pilots should avoid the following combination to avoid the onset of LTE

a) Low and slow flight outside of ground effect.

b) Tailwinds that may alter the onset of translational lift and translational thrust hence induces high power demands and demand more left pedal that the tail rotor can produce.

c) All are correct.

Answer 60

C) All are correct.

Question 61

Whenever possible, pilots should avoid the following combination to avoid the onset of LTE

a) Low speed downwind turns.

b) Large changes of power at low airspeeds.

c) All are correct.

Answer 61

C) All are correct.