Likely DPE questions by Area of Operation, with concise model answers and what to cite.
Commercial Pilot–Helicopter Checkride: Oral Prep
Rehearse out loud: answer in your own words, then cite the source. "Cite" lines point to the regulation/handbook — confirm the exact paragraph as you study. Aircraft-specific numbers are flagged to fill from the R44 POH.
Reference shorthand: HFH = Helicopter Flying Handbook (FAA-H-8083-21); PHAK = Pilot’s Handbook (FAA-H-8083-25); AWH = Aviation Weather Handbook (FAA-H-8083-28); AIM = Aeronautical Information Manual; POH = Robinson R44 POH; ACS = FAA-S-ACS-16 (supersedes PTS 8081-16B). Confirm the current ACS revision/effective date and all CH codes.
✍️ My aircraft (N-________) — look these up in the R44 POH and confirm with your CFI (leave blank until verified)
Max gross weight & W&B envelope:
VNE (and variation with DA/weight):
Climb & approach airspeeds:
Autorotation airspeed & rotor RPM limits:
Low-rotor-RPM warning RPM & recovery:
Max slope angle:
IGE / OGE hover ceiling (today):
Usable fuel & burn / endurance:
Aircraft-specific and condition-dependent — fill from the R44 POH and confirm with your CFI. Don’t quote from memory on the checkride.
I · Preflight Preparation
What are the privileges and limitations of a commercial helicopter certificate?
Act as PIC for compensation or hire within 61.133; the type of operation determines whether Part 119/135 and other rules also apply. A CFI certificate and instrument rating are separate.
Cite: 14 CFR 61.133; ACS Area I, Task A.
What inspections and records make this helicopter airworthy?
Annual; 100-hour if for hire/instruction; transponder (24 mo) and ELT; ADs; and Robinson mandatory items including the 12-year / 2,200-hour overhaul. Handle inop items via 91.213.
How do density altitude, weight, and wind affect performance?
High DA and weight raise power required and cut power available (worse hover/climb); OGE needs more power than IGE. Wind generally helps via translational lift. Compute IGE/OGE and respect the HV diagram.
Cite: HFH (Performance); R44 POH (Performance). All numbers from the POH.
II · Preflight Procedures
What are the rotorcraft-critical preflight items?
Main/tail rotor blades, control rods/links and hardware, drive belts/clutch, fluid levels, fuel sumped for the right grade and contamination, and the tail rotor and its drive.
Cite: R44 POH Section 4; HFH Preflight.
What do you confirm during run-up before takeoff?
Gauges in the green; governor/correlator holding RPM; hydraulics checked if fitted; controls free and correct; area clear; brief complete. Any abnormal = shut down and investigate.
Cite: R44 POH Section 4; ACS Area II.
III · Airport & Heliport Operations
A tower shows a steady green light in flight — meaning?
Cleared to land (on the ground, cleared for takeoff). Know the full light-gun table.
Cite: AIM 4-3 (light signals).
How does a helicopter traffic pattern differ, and how do you avoid wake?
Lower and tighter, often to a spot and offset/opposite the airplane flow. Avoid wake by staying above and upwind of heavier traffic; mind your own downwash.
Cite: AIM Chapter 4; HFH Airport Operations.
IV · Hovering Maneuvers
Difference between hover taxi and air taxi?
Hover taxi is IGE, slow, normally below ~25 ft for short moves; air taxi is OGE, ~40 ft (AIM ceiling 100 ft) for greater distances — verify OGE power available first.
Cite: AIM 4-3-14; HFH.
Slope landing — technique and the rollover limit?
Upslope skid first; lower collective slowly, cyclic into the slope to keep the disc level. If bank approaches the limit, lower collective decisively and lift to a hover — opposite cyclic alone won’t stop dynamic rollover.
When do you use a running landing, and how is it flown?
When power is insufficient for an OGE hover (high DA, heavy, partial power loss). Fly a shallow approach with forward airspeed, touch down with skids aligned to the direction of travel and the helicopter level, cushioning with collective.
Cite: HFH; R44 POH (Performance).
What is the hazard of a steep approach?
High rate of descent at low airspeed can produce settling with power / vortex ring state. Keep descent rate and airspeed margins and a power reserve, and brief a go-around.
Cite: HFH; ACS Area V, Task D.
VI · Performance Maneuvers
Walk me through an autorotation.
On power loss, immediately lower collective to preserve rotor RPM, set autorotation airspeed, keep RPM in the green, pick a spot, and (with turns) manage the rising RPM through the turn. Flare to reduce descent/speed and build RPM, then level and cushion with collective, aligned and level.
Cite: HFH Autorotation; R44 POH Emergency Procedures. Airspeed/RPM from POH.
Why is the quick stop a useful maneuver?
It develops the collective/cyclic/pedal coordination and flare timing used in the autorotation; lower collective as you apply aft cyclic to avoid ballooning, pedal for heading.
Cite: HFH; ACS Area VI, Task A.
VII · Navigation
You become unsure of position. What do you do?
The 5 C’s: Climb (visibility/reception/terrain), Communicate (ATC/FSS, 121.5 if needed), Confess (unsure of position), Comply (follow instructions), Conserve (fuel; precautionary landing while options remain).
Cite: PHAK Navigation; AIM.
How do you plan and start a diversion?
Turn promptly toward the alternate (rough heading off the chart), then refine the heading, time, and fuel; account for airspace/terrain. Flying roughly the right way now beats computing the perfect course off-track.
Cite: PHAK; ACS Area VII, Task C.
VIII · Emergency Operations
What three conditions cause vortex ring state, and how do you recover?
Powered flight, descent rate above ~300 ft/min, and airspeed below ETL. Recover with forward cyclic to regain airspeed/translational lift (or the Vuichard technique). Adding collective worsens it; best is prevention — keep airspeed up and limit sink.
Cite: HFH; ACS Area VIII, Task E.
Recovery from a low-G condition in a Robinson (SFAR 73)?
Per 14 CFR Part 61, SFAR No. 73, immediately apply gentle aft cyclic to restore main-rotor (positive-G) loading before applying any lateral cyclic to correct the roll. Low-G lets the tail rotor roll the aircraft right; left cyclic against the unloaded teetering rotor will not stop it and risks mast bumping. Prevention is primary — never make abrupt forward-cyclic inputs or pushovers.
Smoothly lower the collective; opposite cyclic alone cannot stop the roll past the critical angle. Common on slopes and with a skid/object in contact.
Cite: HFH; ACS Area VIII, Task H.
If you inadvertently enter IMC in this VFR helicopter?
Maintain control on the instruments first, climb for terrain clearance if needed, turn toward known VMC, and get ATC help — do not scud-run. Avoid abrupt cyclic.
Cite: HFH; ACS Area VIII, Tasks L & M.
IX · Special Operations
How do you approach a confined area or pinnacle?
High recon then low recon; evaluate with the 5 S’s (size, shape, surface, slope, surroundings); determine wind; plan approach, landing, departure, and an escape route. Confirm an OGE/power margin for the site DA/weight — if it isn’t there, don’t commit. Expect turbulence/downdrafts on a pinnacle lee side.
Cite: HFH Confined & Pinnacle; ACS Area IX.
X · Postflight Procedures
What does a proper postflight/shutdown involve?
Allow cool-down, complete the shutdown checklist, let the rotor stop (rotor brake per POH if equipped). Secure the rotor and aircraft against wind, keep bystanders clear during coast-down, account for FOD, and document any discrepancy for maintenance.
Cite: R44 POH Section 4; ACS Area X, Task A.
FLAGS for Walter: verify the current FAA-S-ACS-16 revision/effective date and every CH. code; confirm all R44 numbers (VNE, autorotation/RPM, slope angle, hover/HV) from the POH; confirm which Tasks apply to a skid-equipped, single-engine R44 (wheel-taxi/rolling takeoff and OEI do not). The R44 is VFR-certificated — frame inadvertent-IMC/instrument items accordingly.