Flight Plannimg

Question 1

In flight weather service options

Answer 1

1. HIWAS- hazardous in flight weather advisory service
   - continuous broadcast heard over select VOR’s
   - AIRMETS, SIGMETS, CONVECTIVE SIGMETS, and urgent PIREP’s
2. FSS- frequency found in A/FD
   - Prescott FSS 122.2 or 122.6
3. EFAS- en route flight advisory service
   - for aircraft flying at 5,000’ AGL to 17500’ MSL
   - weather advisories pertinent to the type of flight intended, route of flight, and altitude
   - collection and distribution of PIREP’s
   - best source for in flight weather
   - flight watch 122.0
4. AWOS
5. ASOS
6. ATIS
7. TWEB
   - transcribed weather en route broadcast in Alaska
   - continuous broadcast of WX along specific routes
   - heard over VOR’s (50NM corridor along route)

Question 2

Go-no go decisions

Answer 2

• based on pilot skill
• weather, trends or forecasted
• aircraft performance or limitations
• risk management/ ADM

Question 3

Aeronautical charts 4 types

Answer 3

1. WAC (world aeronautical chart)
2. Sectional
3. TAC (terminal)
4. HRC (helicopter route chart)

Question 4

WAC (world aeronautical chart)

Answer 4

• updated annually
• scale 1:1,000,000
• used by high flying, high speed aircraft
• least amount of detail

Question 5

Sectional

Answer 5

• updated every 6 months
• scale 1:500,000
• some detail
• 36 charts covering US

Question 6

TAC (terminal)

Answer 6

• Updated every 6 months
• scale 1:250,000
• more detail

Question 7

HRC (helicopter route chart)

Answer 7

• Updated as needed
• scale 1:125,000
• most amount of detail
• 9 charts for the US
• designated for busy cities

Question 8

A/FD

Answer 8

• directory is issued every 56 days
• contains descriptive listings of all airports, heliports, and seaplane ports that are open to the public
• 7 directories for different regions across the US

Question 9

Route selection

Answer 9

Dead reckoning/pilotage:

• dead reckoning is navigation by computing direction and distance from a know point
• pilotage is navigation by reference to visible land marks

Question 10

Airspeed calibration curve

Answer 10

Shows indicated airspeed corrected for position error:
- pitot tube is not directly in line with the RW
- main rotor doe wash
Calibrated airspeed

Question 11

Density altitude chart

Answer 11

• it’s the altitude the helicopter will preform like while on the ground
• density altitude is pressure altitude corrected for non-standard temp
• as DA increases the performance of the AC decreases.
  A. Rotor efficiency decreases because the air is thinner (less dense) and the rotor blades have less air to “bite”/process.
  B. Engine output is also decreased because the engine has less air to take in and use. It’s working harder to get the same amount of performance.
• high DA= low density= temp above standard= A/C will perform worse
• low DA=high density= temp be low Standard= AC will preform better
• max operating DA is 14,000’

Question 12

IGE hover ceiling vs gross weight

Answer 12

• within 1 rotor diameter above the ground
• limits the altitude the aircraft can accomplish an in ground effect hover
• tested the aircraft in perfect conditions so we use a 1000’ safety buffer
• the second line at 9800’ is for the possibility to lose A/C control due to high winds and reduction of tail rotor performance

Question 13

OGE hover ceiling vs gross weight

Answer 13

• limits altitude the aircraft can accomplish an out of ground effect hover
• no wind
• requires 1000’ safety buffer

Question 14

Height velocity diagram

Answer 14

• the shaded area shows the area an average pilot or average skill may not be able to perform a successful autorotation due to insufficient airspeed at a given altitude
• shaded area is adjusted for density altitude
• max operating altitude is 9,000’ AGL to allow landing within 5 minutes incase of fire

Question 15

High altitude performance considerations

Answer 15

• VNE- velocity to never exceed
• true airspeed
• IGE/OGE hover ceiling
• limited power/lift (MAP)
• true airspeed
  Supplemental oxygen:
• 12,500-14,000 over 30 min of flight, required to use
• above 14,000 required to use
• above 15,000 passengers must be provided with oxygen

Question 16

Weight and balance

Answer 16

• proper weight and balance is necessary to not compromise the integrity of the A/C
  High gross weight:
• unable to safely take off
• increase stress on structure
• can result in premature failure of components
  Low gross weight:
• not enough load on rotor during autorotation
  Operating out of forward CG:
• forward:
• unable to safely flare or decelerate during auto
• limited aft cyclic movement
• as fuel burns, condition worsens (fuel tanks are aft of the CG)
  AFT:
• unable to accelerate properly
• tail low attitude (tail strike)
• unable to level after flare in auto
• limited forward cyclic movement
  LATERAL:
• risk of dynamic rollover
• turning capabilities limited due to limited lateral cyclic
  Max gross weight: 2,500lbs
  Min gross weight: 1,600lbs
• can not maintain 97-101% RPM
• solo, pilot must have a weight of 150lbs or higher

Question 17

Preflight for a flight away from the vicinity of an airport (FADWAR)

Answer 17

F- fuel requirements 
A- alternates
D- delays 
W- weather and forecasts 
A- aircraft performance 
R- runway lengths 
(Performance and limitations of helicopter)