TD-11

TD-11

FTG:

1. While performing straight and level flight, heading and airspeed are controlled by the cyclic control. Pg. 57

2. While performing straight and level flight, the aircraft is kept in trim by use of the pedals. Pg. 57

3. The airspeed for straight and level flight is 90 KIAS knots. Pg. 57

4. If the aircraft is not flying toward the desired ground reference point, a correction with the cyclic control is required. Pg. 57

5. The desired rate of climb or descent for training is 500 FPM +/- 100. Pg. 55

6. Prior to beginning a normal climb, you should clear left, right, above for other aircraft. Pg. 55

7. The control movements required to begin a normal climb are: Apply upward pressure on the cyclic to establish climb power, simultaneously apply left pedal to maintain trim. Pg. 55.

8. The airspeed for normal climb is 90 KIAS knots. Pg. 55

9. What pedal input is required when power is increased? Left. Decreased? Right. Pg. 55

10. To return to straight and level flight, power should be adjusted approximately 50 feet prior to the desired altitude. Pg. 55

11. The three categories of turn (bank) are shallow (15 degree bank), medium (30 degree bank), and steep (45 degree bank). Pg. 58

12. Before beginning a turn you should look in the direction of the turn to clear above, below, and at your flight level. Pg. 58

13. When performing a deceleration/acceleration, the entry airspeed is 90 KIAS +/- 10, and the deceleration airspeed is 50 KIAS +/- 10. Pg. 51

Operator’s Supplement:

1. Anytime an operational limit is exceeded; an entry will be made on form DA 2408-13-1. The entry shall state what limit or limits were exceeded, range, time beyond limits, and any additional data that would aid maintenance personnel in the inspection that is required. Pg. 5-1

2. Minimum and maximum limits and the normal and cautionary operating range for the helicopter and its subsystems are indicated by instrument markings and placards. Pg. 5-2

3. Emergency steps that are underlined in the Operator’s Supplement and the checklist must be performed immediately and without reference to the checklist. Pg. 9-1

4. The urgency of certain emergencies requires immediate and instinctive action. The most important single consideration is helicopter control. Pg. 9-1

5. The use of the word “SHOULD” in the Operator’s Supplement is used to indicate a procedure is recommended. Pg. 1-2

6. The use of the word “SHALL” is used only when application of a procedure is mandatory. Pg. 1-2

7. The use of the word “MAY” and “NEED NOT” is used only when the application of a procedure is optional. Pg. 1-2

8. Use of the word “WILL” has been used only to indicate futurity, never to indicate a mandatory procedure. Pg. 1-2

9. HOT START (Chapter nine emergency procedures)

During starting or shutdown, if TOT limits are exceeded, or it becomes apparent the TOT limits may be exceeded, proceed as follows:

Starter button- Press and hold until TURB OUT TEMP is less than 200°C.

Throttle- closed

Fuel valve switch- off

Complete Shutdown. Pg. 9-16

TD-12

FTG

1. While maintaining airspace surveillance, call out the location of traffic or obstacles by the clock position, altitude, and distance method. Pg 39

2. When flying a rectangular course, the correct airspeed is 60-90 KIAS ±10 as directed knots; the altitude should be 700 feet AGL ±100 feet AGL. Pg. 52

3. A simulated engine failure from altitude is initiated by the IP , by retarding the throttle to the engine idle position. Pg. 69

4. The first control movement made upon detecting the engine failure is lower the collective. Pg. 69

5. Adjust cyclic to establish airspeed between maximum glide and minimum rate of descent. Pg. 69

6. After selecting a suitable landing area, the P* will callout

a. Rotor within limits b. N1 stabilized (62-64 percent) and c. Aircraft in trim. Pg. 69

7. Time permitting, the P* will direct the IP to simulate setting the transponder to 7700, transmit a Mayday call on the GUARD frequency, turn ELT on and locking the shoulder harness inertia reel. Pg. 69

OPERATOR’S SUPPLEMENT

1. A crew briefing shall be conducted to ensure a thorough understanding of individual and team responsibilities. Pg. 8-2

2. Certain codes on the checklist indicate special requirements during pre-flight or cockpit procedures. Explain each code. Pg. 8-2

*- Indicates performance of steps is mandatory for all thru-flights

(I)- Indicates peculiarity for IFR configured helicopters

(star)- Indicates that expanded procedures are contained in the Performance “P” Section of the checklist.

(airplane)- Indicates items also covered for passenger briefing

A+ - Indicates peculiarity for A+ configured helicopters

3. List the required preflight items for Publications- Check. DA Form 2408, -12, -13, -13-1, -13-2, -14, -18, and DD Form 1896 Fuel Identa Plate (if required); AWBS Form F; DD Form 1613 Pilots Compass Correction Card (compass & HIS); locally required forms, records and publications; airworthiness and registration certificate; and availability of operator’s supplement and checklist. Pg. 8-3

4. When an emergency dictates “Land as soon as practicable”, extended flight beyond the nearest approved landing area is not recommended. Pg. 9-2

5. List the steps to be performed during an Emergency Shutdown:

a. Throttle - close

b. Fuel Valve Switch - OFF

c. BATT Switch – OFF as desired. Before turning the battery switch off during an in-flight emergency, the pilot should consider a “MAYDAY” call, selecting emergency on the transponder and the possible effects of total electrical failure. Pg. 9-2

6. Emergency exit or entrance into the TH-67 is through either cabin or crew door.

Pg. 9-3

7. If the doors will not open, the windows should pop out if pressure is applied to the outer edges of the window. If the window will not pop out, kick the Plexiglas to exit the aircraft. Pg. 9-3

8. The first aid kit is located in one of the pouches by the passenger seat. Pg. 9-3

TD-13

FTG

1. While performing the before takeoff check, you note that the fuel quantity is below the quantity required for the mission. What is the correct action in this situation? If fuel is inadequate, have aircraft refueled or abort or revise the mission. Pg. 48

2. You should initiate an in-flight fuel consumption check within 10 minutes after leveling off or entry into mission profile. Pg. 48

3. The fuel check should be completed between 30 and 60 minutes after the initial reading. Pg.48

4. After completing the fuel check, you should continue to monitor the quantity and consumption rate during flight. Pg. 49

5. A go-around should be initiated when it becomes doubtful that a safe landing can be accomplished. Pg. 63

6. The first action to initiate a go-around is start a normal climb straight ahead to an altitude 200 feet above traffic pattern. Pg. 63

7. During a go-around, accelerate to an airspeed of 60 KIAS ± 10 KIAS. Pg. 63

STAGE FIELD OPERATIONS – COPY

OPERATOR’S SUPPLEMENT

1. To take fuel a sample from the fuel drain, the fuel aft and forward circuit breakers must be Out, fuel valve switch OFF , and battery switch BATT. Pg.8-4

2. The airframe mounted fuel filter Test Switch illuminates the A/F FUEL FILTER caution light. Pg.2-13, 8-4

3. Limit starter time using the battery, with no rise in TOT within 20 seconds, to: 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40 seconds ON, 30 minutes OFF. Pg. 5-11

4. During engine start the TOT must be at or below 150 degrees Celsius prior to opening the throttle to idle. Pg. 8-15

5. TOT limits during engine start are 927 degrees maximum, or from 810 to 927 degrees for 10 seconds. Pg. 8-15

6. During engine start, check engine oil pressure increasing by 20 percent N1. Pg. 8-15

7. The main rotor must be turning by 25 percent N1 during engine start. Pg. 8-15

8. The starter switch is released at 58 percent N1. pg. 8-15

9. The indications of an engine power loss are:

Left yaw, drop in engine RPM, (N1 and N2), drop in rotor RPM, low RPM audio alarm (steady tone), illumination of the LOW ROTOR RPM caution light, and change in engine noise. If the power loss is total, the ENGINE OUT warning light will activate and an intermittent (warbling) tone will be heard. Pg. 9-7

10. List the steps for engine failure at a hover .

a. Autorotate

b. Emer Shutdown- Accomplish after landing. Pg. 9-8

11. List the steps for engine failure- low altitude / low airspeed or cruise.

a. Autorotate

b. Emer Shutdown- Accomplish during descent if time permits. Pg. 9-8

TD-14

FTG

1. While hovering, the cyclic controls position, the collective controls altitude and the pedal controls heading. Pg. 42

2. In hovering flight, the attitude of the helicopter is the factor, which determines movement over the ground. Pg. 42

3. The amount of collective required to maintain 3 feet will vary depending on conditions of wind, air density, and gross weight. Pg. 42

4. Which control is used to correct for a right drift while hovering? Cyclic. Pg. 43

5. Which control is used if the helicopter is moving in the desired direction, but pointed in the wrong direction? Pedals. Pg. 44

6. The proper rate of turn during a hovering turn appears to be that of a constant normal walk (approximately 15 degrees per second). Pg. 44

7. After passing through ETL, initially adjust collective to attain hover power. Pg. 45

8. After passing through ETL, accelerate to an airspeed of 60 knots. Pg.45

9. If a crosswind exists during the takeoff, maintain aircraft heading aligned with the ground track until reaching an altitude of 50 feet AGL. Pg. 46

10. After establishing a crab as described above, which control is used to correct for drift? Cyclic. Pg. 46

11. The turn to crosswind leg is normally begun within approximately 300 feet below downwind traffic pattern altitude. Pg. 59

NOTE: Questions 12 through 17 pertains to the Performance Planning Card.

12. The MOST ACCURATE performance data can be obtained by using existing conditions. Pg.28

13. What conditions should be used to determine predicted hover torque (OGE)? Maximum PA and FAT conditions and the HOVER-TORQUE REQUIRED chart. Pg. 29

14. Arrival data must be completed anytime the environmental conditions or load increases significantly: +100 pounds gross weight, +5 degrees Celsius or +500 feet PA. Pg. 30

15. The hover power check should be performed in the vicinity of the takeoff point in the direction of takeoff and at a stabilized 2 foot hover. Pg. 40

16. What type maneuvers may be performed if the hover torque noted during the hover check is less than 5% of the maximum torque allowable/ available? Shallow and normal approaches to large, improved landing areas and normal takeoffs may be performed. Ensure that adequate distance is available for a takeoff and climbout with minimum or existing power. Pg. 40

17. A hover power check is required prior to the first takeoff and before any takeoff following a significant increase in load or environmental conditions of +5 degrees Centigrade, +500 feet PA, and +100 pounds total weight. Pg. 40

OPERATORS SUPPLEMENT

1. List the immediate action steps for an ENGINE COMPRESSOR STALL.

Collective-Reduce

Engine Anti-Ice and Heater Switches-Off

Land As Soon As PossiblePg. 9-9

2. List the immediate action steps for ENGINE SURGES.

GOV INCR switch-INCR for maximum RPM

Throttle-Adjust to 97% N2

Land As Soon As PossiblePg. 9-10

3. If the ENGINE SURGES cannot be controlled in step a. & b. above, the next action would be:

Autorotate-When over a safe landing area

Emer Shutdown-Accomplish during descent if time permits

TD-15

FTG

1. The normal approach angle is 8 to 10 degrees. Pg. 61

2. Upon reaching a normal approach angle, begin the approach by reducing the collective until you feel and see the helicopter beginning to descend. Pg. 62

3. The “apparent rate of closure” is maintained by using the cyclic control. Pg. 62

4. After a normal approach angle has been established, the “apparent rate of closure” should be adjusted to that of a brisk walk. Pg. 62

5. Which control is used to keep the helicopter on the proper approach angle? Collective. Pg. 62

6. During the latter portion of a normal approach, the helicopter may descend below the desired angle due to a loss of effective translational lift. Pg. 62

7. The aircraft heading will be aligned with the lane during the last 50 feet AGL of a normal approach. Pg. 62

8. Which control will be used to align aircraft heading as described in #14 above. Pedals. Pg. 62

9. Applying too much forward cyclic during the initial portion of a normal takeoff from a hover will result in a nose low attitude and a loss of vertical lift. Pg. 45

10. As the aircraft starts moving forward, adjust collective as necessary to maintain 3 feet AGL until passing through effective translational lift (ETL). Pg. 45

NOTE: Questions 11 through 16 pertain to Standard Autorotation

11. Entry airspeed for a Standard Autorotation is 90 KIAS ±10KIAS. Pg. 72

12. Initiate a Standard Autorotation by smoothly reducing collective to the full-down position while adding right pedal to maintain trim, reduce throttle to the engine idle stop, and adjust cyclic to attain 60 knots. Pg. 73

13. Call out

a. rotor RPM within limits, b. N1 stabilized, c. aircraft in trimPg. 72

14. List the steady-state factors that must be established prior to 100 feet AGL.

a. rotor RPM within limits, b. at the correct airspeed, c. normal rate of descent, d. in a position to terminate in the intended touchdown area, which are the first 2/3rds of the lane. Pg. 72

15. At approximately 50 feet, begin a deceleration and align the aircraft heading with the landing direction. Pg. 72

16. Initial pitch pull altitude is approximately 10 feet AGL. Pg. 72

OPERATORS SUPPLEMENT

1. During engine start, if N1 does not reach 58% within 45 seconds or (60 seconds below 10°C FAT) close throttle and press starter button until TOT is below 200°C. Pg. 5-11

2. If engine fails to start on third attempt, abort start and make an entry on DA Form 2408-13-1. Pg. 5-11

3. If there is a rise in TOT within the first 20 seconds, limit starter energize time to: External/Battery, 1min. on, 1 min. off, 1 min. on, 1 min. off, 1 min. on, 30 min. off. Pg. 5-11

4. List the steps to Engine Restart during flight

a. Throttle-Close. b. Fuel Valve Switch-On. c. Attempt Start. d. Land As Soon As Possible. Pg. 9-9

5. What is the CAUTION associated with attempting an engine restart above 12,000 feet MSL? Do not attempt air start above 12,000 MSL (TURB OUT TEMP rise too fast to control). Pg. 9-8

6. Describe the correct emergency action in the event of an ENGINE UNDERSPEED

a. Land As Soon As Possible. Pg. 9-10

7. If an Underspeed results in Rotor RPM decay below minimum safe limits, the immediate action steps are: b. Autorotate- When over a safe landing area.

c. Emer Shutdown- Accomplish during descent if time permits. Pg. 9-10

TD-16

FTG

1. To abort a takeoff prior to reaching ETL and with the altitude still approximately 3 feet, you should: Gradually slow the helicopter to a stationary hover. Keep the heading aligned with the direction of travel. Terminate at a stationary 3 foot hover and return to the takeoff panel or proceed as directed by ATC. Pg. 47

2. To abort a takeoff after passing ETL and with altitude above 3 feet you should: Slowly and smoothly decelerate and terminate the maneuver as in a normal approach, heading aligned with the direction of travel. Maintain altitude until the ground speed slows to a normal walk. Then select a point on the ground to which you have a normal approach angle and execute a normal approach to a hover. Once the helicopter has come to a stationary 3-foot hover, return to the takeoff panel or proceed as directed by ATC. Pg. 48

OPERATORS SUPPLEMENT

1. (Discuss with IP) During engine start, prior to advancing throttle to engine idle, you note the TOT is above 150 degrees. What action should you take? Do not open throttle. Pg. 8-15

2. During engine start, you note the following indications:

TOT increases past 810, peaks out at 850 and then begins to decrease. How much time is allowed before the TOT must be below 810 (or you have exceeded a TOT limit)? 10 seconds. Pg. 8-15

3. (Discuss with IP) At idle, you notice that the transmission oil pressure segment light is still illuminated and the transmission oil pressure gauge indicates 20 PSI. Describe the correct actions: Perform an emergency shutdown. Pg.’s 9-22, 5-3

4. The engine should idle between 62 and 64 percent N1. Pg. 8-16

5. (Discuss with you IP) Your instructor exits the aircraft at the stagefield. While you are waiting for him to return, you notice that the engine chip detector segment light is illuminated. You should: Perform an emergency shutdown. Pg. 9-22

6. List the emergency procedure steps for Engine Overspeed:

1. Collective-Increase to load the rotor and sustain engine/rotor RPM below the maximum operating limit.

2. Throttle-Adjust until normal operating RPM is attained.

3. Land as soon as possible Perform a power on approach and landing controlling the RPM manually with the throttle.

Pg. 9-9

If RPM cannot be controlled by throttle adjustment:

1. Autorotate when over a safe landing area

2. Emer Shutdown Accomplish during descent if time permits

7. The transmission oil temperature caution panel light will illuminate when the transmission oil temperature is above 110 degrees C. Pg. 9-22

8. The correct emergency procedure with the Transmission Oil Temperature Caution Panel Light illuminated is: Land as soon as possible Pg. 9-22

Discuss the following SOP questions with your IP:

1. During Rapid Refueling the fireguard (right seat crewmember) will be positioned at the right front of the aircraft beside the refuel point fire extinguisher.

2. The back seat Crewmember will monitor the refueling operation from the fuel shut off valve IAW the Primary Division Training SOP.

3. Complete the following statements regarding rapid refueling procedures:

a. Throttle- Idle b. Helmet visor- Down c. Landing and search lights- Off

d. No radio transmissions except- In an emergency e. Transponder will be in- STDBY or OFF

4. The signal for emergency shutdown for an aircraft involved with a fire or fuel leak is: Slashing motion across throat.

TD-17

AR 40-8

1. After donating blood (200cc or more) aircrew members will be restricted from flying duties for 72 hours. Pg. 2

2. After consuming alcohol, aircrew members will not fly for a period of 12 hours and until no residual effects remain. Pg. 2

3. Aircrews will be restricted from flying duties for 48 hours after general, spinal, or epidural anesthesia. Pg. 2

AR 95-1

1. Is the use of a homemade checklist authorized? No, only DA approved or those approved by MACOM, installation or area aviation standardization committees may be used. Pg.’s 4 (par. 2-5), 54 (par. 9-5)

2. Flying time starts when a helicopter lifts off the ground. Flying time ends when the aircraft has landed and the engines are stopped or the flying crew changes. Pg. 5 par. 2-7

3. Is the pilot in command authorized to waive the requirements for having a seat belt for each occupant? No Pg. 51-52 par. 8-11

4. The minimum fuel reserve for a VFR flight (at cruise) is: 20 minutes Pg. 27 par. 5-2

5. In order to file a VFR flight plan, destination weather must be equal to or greater than VFR minimums at estimated time of arrival (ETA) through one hour after ETA. Pg. 27 par. 5-2 (b4)

OPERATORS SUPPLEMENT

1. The WARNING associated with main driveshaft failure states the engine must remain in operation to provide power to the tail rotor. Why? Failure to maintain engine power will result in loss of aircraft control during the autorotation. Pg. 9-15

2. What is maximum useable fuel capacity of the TH-67? 82.6 Gallons Pg. 2-12

3. What emergency equipment is carried aboard the helicopter? A first aid kit and a fire extinguisher. Pg.’s 2-5, 2-6 Do not include the ELT.

4. How does a DC electrical failure affect the anti-ice system? In the event of electrical failure, the system will remain in the position selected at the time of failure. Pg 2-9

5. Complete loss of tail rotor thrust will occur when? When there is a break in the drive system such as a severed driveshaft. Pg. 9-12

6. The indications of complete loss of tail rotor thrust are: Pedal input has no effect on helicopter trim, nose of the helicopter turns to right, left roll of fuselage along the longitudinal axis. Pg. 9-12

7. If loss of tail rotor thrust is experienced, the helicopter may become uncontrollable if airspeed is allowed to decrease below approximately 50 knots. Pg. 9-12

8. During complete loss of tail rotor thrust what airspeed is recommended while enroute to a suitable landing area and during autorotational descent? Minimum rate of descent autorotational airspeed Pg. 9-12

9. During complete loss of tail rotor thrust, when landing area is reached, make an autorotational landing (throttle closed). Pg. 9-12

10. The WARNING associated with loss of tail rotor thrust states: Degree of roll and side-slip may be varied by varying throttle and/or collective. (At airspeeds below approximately 50 knots, the side slip may become uncontrollable, and the helicopter will begin to spin on the vertical axis.) Pg. 9-12

11. The NOTE associated with loss of tail rotor thrust states: Airflow around the vertical fin may permit controlled flight at lower levels and sufficient airspeed when a suitable landing site is not available; however, the touchdown shall be accomplished with the throttle in the full closed position. Pg. 9-12

TD-18

FTG

1. A hovering autorotation is initiated from an altitude of 3 feet AGL ± 1 foot. Pg. 75 Task 1323

2. When initiating a hovering autorotation, abrupt throttle closure will cause difficulty in maintaining the collective in a stationary position. Pg. 75 Task 1323

3. During a hovering autorotation, apply pedal as necessary (normally right pedal) to maintain heading. Pg. 75 Task 1323

4. A precautionary landing should be made whenever further flight is inadvisable. Pg. 67 Task 1070.01

5. The approach angle for a precautionary landing is determined by the conditions existing at that particular time (size and location of the area, obstacles, wind, etc.) but should be as close to a normal approach as conditions permit. Pg. 67 Task 1070.01

6. Once an approach has been started (during a precautionary landing) the apparent rate of closure should be maintained that is just slightly faster than that required for a normal approach. Pg. 67 Task 1070.01

7. During a simulated engine failure at a hover, who initiates the maneuver by stating “Hovering Autorotation”? The instructor or IP. Pg. 68 Task 1072

FM 3-04.301

1. The 4 major types of hypoxia are: hypoxic, hypemic, stagnant, and histoxic. Pg. 2-16

Para. 2-63

2. The 4 stages of hypoxia are: indifferent, compensatory, disturbance, critical. Pg. 2-21

Para. 2-83

3. The only significant effect of hypoxia in the indifferent stage occurs at about 4,000 feet (night vision deterioration). Pg. 2-21 Para. 2-84

4. Which type of hypoxia does smoking cigarettes cause? Hypemic Pg.’s 2-16 to 2-19 Para. 2-65

5. The physiological effects of smoking include the loss of approximately 20 percent of the smoker’s night vision at sea level. Pg. 2-19 Para. 2-73

6. A smoker at sea level is actually at a physiological altitude of 5,000 feet compared to a non-smoker. Pg. 2-19 Para. 2-73

OPERATORS SUPPLEMENT

1. Define Loss of Tail Rotor Effectiveness as written in Chapter 8 of the Operator’s Supplement. Loss of Tail Rotor Effectiveness is the occurrence of an uncommanded and rapid right yaw rate which does not subside of it’s own accord and which, if not quickly reacted to, can result in loss of aircraft control. Pg. 8-24 Para. 8-32

2. The emergency procedure for Loss of Tail Rotor Effectiveness is. 1. Pedal-Full Left 2. Cyclic-Forward 3. As recovery is affected, adjust controls for normal flight 4. If spin cannot be stopped and crash is imminent, an autorotation may be the best course of action. Maintain full left Pedal until spin stops, then adjust to maintain heading. Pg. 9-14 Para. 9-23

3. The WARNING associated with Loss of Tail Rotor Effectiveness states: Collective reduction will aid in arresting the yaw rate; however, if a rate of descent has been established, collective reduction may increase the rate of descent to an excessive value. The resultant large and rapid increase in collective to prevent ground or obstacle contact may further increase the yaw rate, decrease the rotor RPM and cause an over-torque and/or over-temperature condition. Therefore, the decision to reduce collective must be based on the pilot’s assessment of the altitude available for recovery. Pg. 9-15

4. The indications of a Main Drive Shaft Failure are: A sudden increase in engine RPM, decrease in rotor RPM, a left yaw, activation of the low RPM audio, and illumination of the ROTOR RPM light. A transient overspeed of the N1 and N2 may occur, but will stabilize. Pg. 9-15

5. The correct emergency procedure for Main Drive Shaft Failure is: 1. Autorotate-Establish a power on autorotation. 2. Emer. Shutdown-Accomplish after landing. Pg 9-15

6. The WARNING associated with Main Drive Shaft Failure states: The engine must remain in operation to provide power to the tail rotor. Failure to maintain engine power will result in loss of aircraft control during the autorotation. Adjust throttle as required to maintain engine RPM within normal limits. Pg. 9-15

AR 95-1

1. List the pilot’s responsibilities regarding weight and balance during preflight planning. 1) The accuracy of computations on the DD Form 365-4. 2) That a completed DD Form 365-4 is aboard the aircraft to verify that the weight and center-of-gravity will remain within allowable limits for the entire flight. Several DD Forms 365-4 completed for other loadings also may be used to satisfy this requirement. In this case the actual loading being verified must clearly be within the extremes of the loading shown on the DD Form 365-4 used for verification. Pg. 29

2. AR 95-1 stipulates that an aircraft not equipped with oxygen may fly between 10,000 and 12,000 feet for no more than one hour; no more than 30 minutes of this hour may be between 12,000 and 14,000 feet. Under no circumstances will an Army aircraft exceed 14,000 feet without supplemental oxygen being used.

TD-19

FTG

1. When inbound to a stagefield, the radio procedure for initial contact will consist of IP call sign and position and will be made in the vicinity of the appropriate ACP. Pg. 82

2. When the stagefield tower replies, the aircraft crew will then repeat the IP’s call sign and provide the last four numbers of the aircraft tail number with the “buzz” letter, and number of personnel on board. All subsequent calls will only include the last two numbers and “buzz” letter. Pg. 82

3. Tower will respond with landing direction, current winds, altimeter setting, and any further instructions. Pg. 82

OPERATORS SUPPLEMENT

1. Define Mast Bumping. Mast bumping is the main yoke contacting the mast. Pg. 8-23

2. Mast Bumping may occur during slope landings, rotor startup/coastdown, or when the flying envelope is exceeded. Pg. 8-23

3. What is the correct emergency procedure for Mast Bumping? Land as soon as possible. Pg. 9-16

4. During the entry to a standard autorotation, you note that the needles are still joined after the throttle has been reduced to the engine idle position. What type of malfunction has occurred? Clutch fails to disengage. Pg. 9-15

5. The correct emergency procedure for Hot Start is: a. Starter Button-Press and hold until Turb Out Temp is less than 200°C. b. Throttle-Closed. c. Fuel Valve Switch-Off. d. Complete Shutdown. Pg. 9-16

6. During any aircraft fire, the most important consideration is: The safety of helicopter occupants. Pg. 9-16

7. If a fire occurs in flight, the most important single action that can be taken by the pilot is to land the helicopter. Pg. 9-16

8. After the 3rd attempt for a deceleration check, if deceleration time is not two seconds or more the aircraft shall not be flown. Pg. 8-19

AR 95-1

1. How is the weather briefing void time determined for all VFR cross-country flights? All IFR and VFR cross-country flights, the weather forecast will be void 1 hour and 30 minutes from the time the forecast is received provided the aircraft has not departed. Weather forecast may be extended after coordination with a weather facility. Pg. 28

2. Each aircraft will be weighed when: 1) Overhaul or major airframe repairs are accomplished. 2) Any modification or component replacements (including painting) have been made for which the weight and CG cannot be accurately computed. 3) Weight and CG data are suspected to be in error. 4) The period since the previous weighing reaches 36 months for class 1 aircraft and 24 months for class 2 aircraft. The last day of the month is the final day for reweighing. Pg. 47

TD-20

FTG

1. The correct steps to be followed in the event of an intercom failure are: 1) Ensure that the ISO/EMER switch on the audio select panel is in the normal position. 2) Ensure VOX live and ICS volume are properly adjusted. 3) Transfer aircraft controls to copilot and check all connections between helmet and appropriate ICS cord. Pg. 83

2. The correct steps to be followed in the event of a radio failure are: 1) Ensure that monitor toggle switches number two and three are in the RX-ON (up) position. Ensure that the selector switch on the radio select panel is set to position #2 for UHF or position #3 for VHF operation. 2) Have copilot attempt call. 3) Check volume and squelch. 4) Ensure proper frequency is set on radio. (If using a preset frequency, dial in frequency manually.) 5) Attempt call on alternative frequency on same radio. If still unable to make radio contact,, attempt call on alternative radio, i.e., VHF. 6) Make a call “in the blind” on primary radio frequency stating your intentions, then turn on landing, search and position lights and enter traffic for a normal approach to most upwind available panel on the nearest available lane adjacent to parking area at stagefield as per mission briefing. If arriving at basefield, continue approach to appropriate landing pad. Watch for and comply with tower light gun signals along with complying with any previous instructions given prior to radio failure. Pg.’s 83-84

3. You make a radio call to your stage field tower on entry to traffic and receive no response. While on final you should watch the tower for light gun signals. Pg. 84

NOTE: Questions 4 through 11 assume that you experience a radio failure while operating at a stagefield (Refer to your tower light gun signal card).

4. On final you receive a flashing red light from tower, you should not land, airport unsafe.

5. After taking the action above, you receive a flashing green light from tower, it means return for landing (to be followed by steady green at the proper time).

6. On final, you receive a steady green light from tower, it means cleared to land.

7. After landing, you receive a flashing green light, it means cleared to taxi.

8. While hovering, you receive a steady red light, you should stop.

9. The next signal you receive is a flashing white light, you should return to starting point.

10. After taking the action in 9 above, you receive a flashing red light. You should taxi clear of landing area.

11. While hovering into the parking area you receive an alternating red and green light from tower. It means exercise extreme caution, general warning signal.

OPERATORS SUPPLEMENT

1. The correct action for an engine/fuselage/electrical fire-ground is: Emer. Shutdown. Pg. 9-16

2. If engine/fuselage fire is observed in flight, the following action should be taken:

Power on landing: 1) Land as soon as possible. 2) Emer Shutdown-Accomplish after landing. Power off landing: 1) Autorotate. 2) Emer Shutdown-Accomplish during descent if time permits. Pg. 9-17

3. In the event of electrical fire or suspected electrical fire the emergency procedure is: a. BATT and MAIN GEN switches-OFF. b. IFR STDBY GEN switch-OFF. c. Land as soon as possible. d. Emer Shutdown-Accomplish after landing. Pg. 9-17

4. While in flight, the Battery Temp caution light or Battery Hot warning light illuminates. What is the correct emergency procedure for both malfunctions? Land as soon as Possible. Pg.’s 9-22 and 9-23

5. To eliminate smoke and fumes from the cockpit, the emergency procedure is: Vents-Open. 2) Cockpit and Cabin Windows-Open for maximum ventilation. Pg 9-17

6. While in flight, you note that there is an increase in force required to move the flight controls and feedback forces are noticed. What has occurred? What is the emergency procedure? A hydraulic power failure has occurred. a. 1) Airspeed-Adjust as necessary to attain the most comfortable level of control movements. 2) HYD BOOST circuit breaker-OUT. Check for restoration of hydraulic power. b. If hydraulic power is not restored. 1) HYD BOOST circuit breaker-In. 2) HYD SYSTEM switch-OFF. 3) Land as soon as practicable at an area that will permit a run-on landing. Pg.’s 9-19 and 9-20

FM 3-04.301

1. If you experience middle ear discomfort during descent, you should attempt to relieve it by swallowing or yawning or by tensing the muscles of the throat. If these methods do not work, they can perform the Valsalva maneuver. Pg. 2-30

2. If middle ear discomfort is not relieved by the action in #1 above, you should consult a flight surgeon. Pg. 2-30

TD-21

FTG

1. The crew of the first aircraft discovering a mishap will orbit the area not lower than 500 feet AGL and contact Crash Control, giving the approximate location. Pg. 80

2. Who has initial responsibility for security of an aircraft involved in a mishap? Dependent upon the physical condition of the occupants the security will take precedence in the following order: 1) Pilot of the aircraft involved. 2) Ranking Army aviator in the aircraft. 3) Ranking military passenger. 4) Ranking Army aviator first to arrive at the accident. 5) Ranking military person to arrive at the accident. Pg. 80

3. Cairns Crash Control telephone numbers and frequencies can be found on USAAVNC Form 1891. Pg. 80

4. For a shallow approach to a run-on landing, the touchdown is preferred in the first one-third of the approach lane; the middle one-third is acceptable. Pg. 64

OPERATORS SUPPLEMENT

1. If the fuel pump segment light illuminates while in flight, you should a. descend to below 6,000 feet pressure altitude if possible. b. Land as soon as practicable. Pg. 9-10

2. The Warning associated with Fuel Boost Pump failure states: Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes and out of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is ten gallons. Pg. 9-10

3. The NOTE associated with Fuel Boost Pump failure states: The engine will operate without boost pump pressure under 6,000 feet pressure altitude and one boost pump will supply sufficient fuel for normal engine operations under all conditions of power and altitude. Both fuel boost pumps shall be operating for all normal operations. Pg. 9-10

FM 3-04.203

1. The type of drag that is created as a result of the production of lift is induced drag. Pg. 1-28

2. A force to a rotating body will take effect 90° after application in the direction of rotation. This is called gyroscopic precession. Pg. 1-16

3. Effective Translational Lift occurs with the helicopter at about 16 to 24 knots. Pg. 1-43

4. Center of pressure is defined as the point along the chord line of an airfoil through which all aerodynamic forces are considered to act. Since pressures vary on the surface of an airfoil, an average location of pressure variation is needed. As the AOA changes, these pressures change and center of pressure moves along the chord line. Pg. 1-7

5. A chord line is a straight line intersecting leading and trailing edges of the airfoil. Pg. 1-7

6. The aerodynamic center of a rotor blade is that point along the chord line where all changes to lift effectively take place. If the center of pressure is located behind the aerodynamic center, the airfoil experiences a nose-down pitching moment. Use of this point by engineers eliminates the problem of center of pressure movement during AOA aerodynamic analysis. Pg. 1-7

7. Relative wind modified by induced flow is defined as resultant relative wind. Pg. 1-7

8. Lift is the component of the airfoil’s Total Aerodynamic Force (TAF) perpendicular to the resultant relative wind. Pg. 1-26

AR 40-8

1. Aircrew members requiring corrective lenses in order to achieve 20/20 vision shall be restricted from flying duties unless they are wearing either spectacles or contact lenses which provide 20/20, or better, near and far vision bilaterally. Pg. 2

2. After any immunizations, the minimum restriction from flying duty is a period of 12 hours. Pg. 2

3. Aircrew exhibiting symptoms of simulator sickness will be restricted from actual flight for 12 hours after full resolution of symptoms. Pg. 2

TD-22

FTG

1. During the hover power check, you note that the difference between maximum torque available and hover torque is less than 5%. What maneuvers or tasks are you authorized to perform? Shallow and normal approaches to large, approved landing areas and normal takeoffs may be performed. Ensure that adequate distance is available for a takeoff and climbout with minimum or existing power.

Margin 5% to less than 10%: Normal approaches and takeoffs may be performed.

Margin of 10% to less than 15%: Steep approaches, confined area operations, pinnacle and ridgeline operations may be performed.

Margin of 15% or more: Maneuver or task restrictions do not apply. All authorized maneuvers requiring OGE hover power capability may be performed. Pg. 40

2. When using the magnetic compass to turn to a heading of North (360°), you should roll out of the turn by leading the desired heading by one half the angle of bank. Pg. 56

3. When using the magnetic compass to turn to a heading of South (180°), you should roll out of the turn by leading the desired heading by one half the angle of bank. Pg. 56

4. While flying on a heading of East or West, increasing airspeed will cause the compass to show a turn to the

5. Section lines are formed so that their axes align with

OPERATORS SUPPLEMENT

1. A main generator malfunction on a (VFR) TH-67 will be indicated by a zero indication on the DC load meter and an illumination of the MAIN GEN FAIL caution light. Pg.9-18

2. The corrective action for a main generator malfunction is: 1) GEN FIELD and GEN RESET circuit breakers-Check In. 2) MAIN GEN switch-Reset the MAIN GEN. (do not hold in the reset position).

If the generator is not restored or if it goes off line again, the corrective action is:

1) MAIN GEN switch-Off. 2) Turn off all necessary electrical equipment. 3) Land as soon as practicable. Pg. 9-18

3. If landing in trees is unavoidable, decelerate to minimum ground speed at treetop level. Descend vertically into the trees, collective-apply remaining collective prior to blades entering trees. Pg. 9-20

4. If Ditching-Power On becomes necessary, with power available accomplish an approach to a hover above the water and: 1) Doors-Open. 2) Crew (except pilot) and passengers-Exit. 3) Hover a safe distance from personnel. 4) Autorotate. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in direction of the roll. 5) Pilot-Exit when the main rotor stops. Pg. 9-20

5. If flight control malfunction is suspected, proceed as follows: a. Land as soon as possible. b. Emer Shutdown-Accomplish after landing. Pg. 9-21

FM 3-04.203

1. Parasite drag is incurred from the nonlifting portions of the aircraft. Pg. 1-28

2. Two types of airfoil are symmetrical and nonsymmetrical. Pg. 1-7

3. The type of airfoil which creates less lift at a given angle of attack is the symmetrical airfoil. Pg. 1-8

4. Relative wind is air in motion that is equal to and opposite the flight path velocity of the airfoil. Pg. 1-7

5. Angle of Attack is the angle measured between the resultant relative wind and chord line. Pg. 1-7

6. Angle of incidence (RW) is the angle between the chord line of a main or tail rotor blade and rotational relative wind (tip path plane). Pg. 1-7

FM 3-04.301

1. The physiological (self-imposed) stressors are: Drugs, exhaustion, alcohol, tobacco and hypoglycemia. Pg. 3-3

TD-23

FTG

1. While acting as student co-pilot (Buddy Rider), you will occupy the left seat. Pg. 81

2. While acting as student pilot, you will log (passenger) OR as your duty symbol on form 2408-12. Pg. 81

3. A Captain and a WO1 are flying on a solo flight. The WO1 is in the right seat; the Captain is acting as the student pilot. Who is in command of the aircraft? The WO1. Pg. 81

4. In the event of an actual forced landing, the student co-pilot may assist in lowering the collective pitch and call out appropriate emergency procedure steps, rotor RPM, N1, and trim. Pg. 81

5. In case of actual loss of hydraulics, the student co-pilot may assist in control inputs as required to maintain control necessary to effect a safe landing. Pg. 81

6. The student co-pilot has the responsibility to assume control of the aircraft in the event of an emergency that incapacitates the student pilot or other unusual circumstances. Pg.81

7. If the student in the right seat needs to re-adjust the pedals, the student co-pilot may assume the controls when the aircraft is on the ground and the collective is in the full down position. Pg. 81

OPERATORS SUPPLEMENT

1. The baggage compartment will carry 250 pounds of baggage or cargo (without air-conditioning installed) and 176.5 pounds of baggage or cargo (with air-conditioning installed locally). Pg. 6-11

2. The floor of the baggage compartment is limited to 86 pounds per square foot. Pg. 6-11

3. Components driven by the N1 Gas Producer gear train are: Gas producer tachometer generator, fuel pump assembly, starter/generator, gas producer fuel control, oil pump assembly, IFR standby generator. Pg. 2-7

4. Components driven by the N2 Power Turbine are: Power turbine tachometer generator, power turbine governor, torque meter (internal), freewheeling unit. Pg. 2-7

5. The TH-67 fuel supply system consists of a single bladder crashworthy fuel cell. 2-12

6. If mast bumping occurs, Land as soon as possible. Pg. 9-16

7. If the SPARE caution light illuminates, Land as soon as possible. Pg. 9-24

8. The ENGINE ANTI-ICE ADVISORY light on indicates the ENGINE ANTI-ICING switch in on position, Verify switch position is as desired. Pg. 9-24

AR 95-1

1. Smoking is prohibited within 50 feet of an aircraft on the ground. Pg. 27

2. A “D” entry on the form 2408-12, flight condition block indicates that the flight was conducted between the hours of official sunrise and sunset. Pg. 5

3. PROHIBITED missions for Army aircraft are: Personal use, flight from domicile to duty or duty to domicile unless authorized and approved by Sec. of the Army, or exclusively to obtain or renew FAA rating. Pg. 13

FM 3-04.203

1. Lift is defined as that component of total aerodynamic force that acts at a perpendicular angle to the resultant relative wind. Pg. 1-26

2. Profile drag is incurred from frictional resistance of the blades passing through the air. Pg. 1-28

3. Induced drag is incurred from a result of production of lift. Pg. 1-28

4. The amount of rotor coning depends on RPM, gross weight, and gravitational forces experienced during flight. Pg. 1-29

5. Rotor efficiency is increased by ground effect to a height of about one rotor diameter (measured from the ground to the rotor disk). Pg. 1-35

TD-24

OPERATORS SUPPLEMENT

1. The hydraulic pump is mounted on and driven by the transmission. Pg. 2-21

2. The hydraulic solenoid valve is described as “fail safe” because the valve is spring loaded in the open position and requires electrical power to close. In this configuration an electrical failure will have no effect on hydraulic assistance. Pg. 2-23

3. When the hydraulic filter is clogged, it will give a visual warning by use of a red “pop-up” button on the filter housing. Pg. 2-21

4. A freewheeling unit is mounted on the engine gearbox to provide a disconnect from the engine so that rotational forces of the main rotor are free to drive the transmission, tail rotor, and all transmission mounted accessories during autorotation. Pg. 2-25

5. The same fan that cools engine oil and the hydraulic system cools transmission oil. Pg. 2-25

6. The main drive shaft is designed to transfer power from the engine to the transmission during normal operation and from the transmission to the tail rotor system during autorotation. Pg. 2-25

7. The XSMN OIL PRESS segment light in the caution panel will illuminate when pressure drops below 30 psi. Pg.’s 5-3 and 9-22

8. The 90° gearbox provides a 90° change of direction and further speed reduction to 2,560 RPM. Pg. 2-27

AR 40-8

1. An aviator may not fly for 12 hours after local or regional anesthesia, to include dental. Pg. 2

2. Aircrew members will not fly within 24 hours following SCUBA diving unless cleared by a flight surgeon. Pg. 2

AR 95-1

1. Army aircraft will not be intentionally flown into known or forecast extreme turbulence or into known severe turbulence. Pg. 27

2. If you encounter severe turbulence during a flight you are required to flights are terminated or depart turbulence. Pg. 27

FM 3-04.203

1. The three conditions required for dynamic rollover are a pivot point, rolling motion, and exceeding a critical angle. Pg. 1-63

2. Dynamic rollover will occur if the dynamic rollover angle is exceeded regardless of corrections by the aviator. Pg. 1-64

3. List the conditions producing blade stall: High blade loading (high gross weight), Low rotor RPM, High-density altitude, High G-maneuvers, Turbulent air. Pg. 1-68

FM 3-04.301

1. Carbon monoxide poisoning will cause which type of hypoxia? Hypemic. Pg. 2-16

2. Drinking alcoholic beverages will cause which type of hypoxia? Histotoxic. Pg. 2-17

3. Which type of hypoxia may be caused by high “G” maneuvers? Stagnant. Pg. 2-17

4. Vestibular illusions caused by angular acceleration stimulating the semicircular canals are called somatogyral illusions. Three types of this illusion that can be encountered in flight are: The leans, graveyard spin and Coriolis illusions. Pg. 9-14

TD-25

OPERATORS SUPPLEMENT

1. What propulsion instruments are “wet line” and receive direct readings as a result of the piping installation? Engine oil pressure, transmission oil pressure, and the engine torquemeter. Pg.’s 2-45 and 2-46

2. Which component of the turn and slip indicator will show an out of trim condition? The inclinometer. Pg. 2-44

3. What is the indication when attitude information is unreliable on the attitude indicator? A red fail flag. Pg. 2-44

4. Engine anti-ice shall not be used in ambient temperatures above 4°C. Pg. 5-10

5. Engine anti-ice shall be ON for flight in visible moisture with the temperature at 4°C or below. Pg. 5-10

6. List the conditions that will cause the Engine Out warning light to activate. Gas Producer less than 55% ± 3. Pg. 9-22

7. When the Engine Out warning light system is activated, an intermittent audio signal is produced. Pg. 9-22

8. List the conditions that will cause the Low Rotor RPM warning light and audio to activate. When rotor RPM is less than 90%. Pg. 9-22

9. When the Low Rotor RPM system is activated, a steady audio signal is produced. Pg. 9-22

10. The WARNING associated with cockpit and cabin door restrictions states: Airspeeds in excess of airspeed limitations door(s) off will cause cyclic foe and aft stick reversal and fuselage buffering. Pg. 5-16

11. While in autorotation, airspeeds above 100 knots will increase the rate of descent and cause low rotor RPM. Pg. 5-3

12. After a complete power loss, adjust forward airspeed to desired autorotative airspeed for existing conditions of 52 to 69 knots indicated airspeed. Pg. 9-8

13. An engine Underspeed below 90 percent RPM results in Rotor RPM decay below minimum safe limits. Pg. 9-10

14. List the immediate action step for Engine Underspeed, if powered flight with rotor in the green can be accomplished. 1) Land as soon as possible in an area that will permit a run on landing.

If engine Underspeed occurs below 90% rotor RPM, the immediate action steps are: 1) Autorotate. 2) Emer Shutdown-Accomplish during descent if time permits. Pg. 9-10

TD-26

FTG

NOTE: Questions 1-5 pertain to a Standard Autorotation

1. On final, maintain 90 knots and traffic pattern altitude. Pg. 73

2. The student pilot will advise the instructor that he is entering the autorotation. Pg. 73

3. Adjust cyclic to attain 60 knots during the descent. Pg. 73

4. By 100 feet AGL, verify steady state factors. Pg. 73

5. The amount of deceleration required to slow the ground speed and rate of descent will vary with existing conditions. Pg. 73

OPERATORS SUPPLEMENT

1. During HIT check, a difference of ±20°C requires an entry on form 2408-13-1. A difference of ±40°C requires an entry on form 2408-13-1 and is cause for grounding the aircraft. Pg. 5-13

2. Slope operation shall be limited to slopes of 8° or less. Pg. 5-19

3. Caution is to be exercised for slopes greater than 5° degrees since rigging, loading, terrain and wind conditions may alter the slope landing capability. Pg. 5-19

4. With a longitudinal center of gravity of 106.0 inches the lateral center of gravity limit is L 2.3 inches to R 3.0 inches. Pg. 6-4

5. Cargo distribution over the passenger compartment floor area shall not exceed 75 pounds per sq. foot. Pg. 6-6

6. While in cruise flight at 1,000 MSL you note a left yaw, a drop of engine RPM (N1 & N2), drop in rotor RPM, low RPM audio alarm, illumination of the low rotor RPM and engine out warning light and change in engine noise. What type of malfunction has occurred? An engine malfunction, either partial or complete power loss. Pg. 9-7

7. What is the correct action for engine failure low altitude? 1) Autorotate. 2) Emer Shutdown-Accomplish during descent of time permits. Pg. 9-8

8. Under ideal conditions how much time is required to perform an engine restart during flight? One minute. Pg. 9-8 to 9-9

9. What is the CAUTION associated with Engine Restart during flight? Do not attempt air start above 12,000 feet MSL (TURB OUT TEMP rises too fast to control). Pg. 9-8

10. Should an engine malfunction occur during a left bank maneuver, right cyclic input to level the aircraft must be made simultaneously with collective pitch adjustment. Pg. 9-7

FM 3-04.203

1. The no-lift areas are reverse flow, negative stall, and negative lift. Pg. 1-38

2. Dissymmetry of lift is the differential (unequal) lift between advancing and retreating halves of the rotor disk caused by the different wind velocity across each half. Pg. 1-39

3. Cyclic feathering changes the angle of incidence differentially around the rotor system. Pg. 1-41

4. Blade coning is a result of the production of lift. The amount of coning is depends on RPM, gross weight and gravitational forces experienced during flight. Pg. 1-29

5. Improved rotor efficiency resulting from directional flight is translational lift. Pg. 1-41

6. Transverse Flow Effect occurs between 10 and 20 knots. Pg. 1-43

TD 27

THIS BRIEFING MUST BE COMPLETED PRIOR TO THE

SUPERVISED SOLO FLIGHT, REGARDLESS OF TRAINING DAY

The following procedures are unique to the supervised solo flight. Use this outline for making notes from the Flight Commander briefing, or discuss these procedures with your Flight Instructor.

1. Lane to be utilized

2. Landing/search light

3. Position lights

4. Commo check

5. Radio selector switch setting

6. Cockpit and cabin seat belts and equipment

7. Clearance for takeoff to a hover

8. Clearing turns

9. Takeoff radio call

10. Base leg radio call

11. Hover for takeoff following 1st and 2nd approach

12. Procedure following 3rd approach

13. Landing from a hover

Discuss with your Instructor or Flight Commander the following procedures to be followed in the event of various malfunctions.

1. Radio failure prior to takeoff

2. Radio failure on base leg (include selection of landing point and light gun signals)

3. Emergency/Precautionary landings

Discuss reasons for and correct actions to take in the event of a go-around.

1. Reason for initiating a go-around

2. First action to initiate a go-around

3. Radio calls for a go-around

4. Ground track and altitudes to fly during a go-around

5. Discuss the required maneuvers for the dual flight prior to solo

TD-28

FTG

NOTE: Questions 1 to 5 pertains to the Simulated Maximum Performance Takeoff

1. Takeoff power will be two-foot hover power, plus 15% (±5) percent. Do not exceed TOT limits. Pg. 46

2. The initial aircraft attitude is a 40 knot attitude. Pg. 47

3. Apply forward cycle to begin accelerating to climb airspeed at 100 feet AGL. Pg. 47

4. Begin placing the aircraft in trim at 100 feet AGL. Pg. 47

5. Maintain takeoff power until ten knots prior to reaching 60 KIAS. Pg. 47

6. The steep approach angle is 15 to 20 degrees. (for training) Pg. 62

7. The last 50 feet of the steep approach will be flown with the skids aligned with the lane. Pg. 62

8. Termination for the steep approach will be to the ground, 3 feet behind the panel. Pg.63

9. During slope operations, if the cyclic or aircraft slope limitations are reached before the aircraft is firmly on the ground, the P* will return the aircraft to hover, move to an area where the slope is less steep, then repeat the maneuver.. Pg. 66

10. The P* should depart the slope with the skids perpendicular. Avoid turning the tail upslope. Pg. 66

OPERATORS SUPPLEMENT

1. Intentional flight into any icing conditions is prohibited. Pg. 8-31

2. If icing conditions become unavoidable, the pilot should turn on pitot heat, windshield defroster, and engine anti-ice system. Pg. 8-31

3. What is the WARNING concerning icing conditions during landing and shutdown? Ice shed from the rotor blades and/or other rotating components presents a hazard to personnel during landing and shutdown. Ground personnel should remain well clear of the helicopter during landing and shutdown and passengers/crew members should not exit the aircraft until the rotor has stopped turning. Pg. 8-32

4. Intentional flight into moderate turbulence is prohibited when the report or forecast is based on aircraft above 12,500 pounds gross weight. Pg. 8-29

5. The minimum engine oil pressure below 78% N1 is 50 PSI. Pg. 5-2

6. The maximum transmission oil temperature at +35°C OAT is 110°C. Pg. 5-3

7. The maximum continuous engine (N2) RPM is 100%. Pg. 5-5

8. The maximum engine RPM (transient) at 32% torque and below is 107 for 15 seconds. Pg. 5-5

9. The maximum INDICATED airspeed at sea level, 20°C and 3250 pounds gross weight is 122 KIAS. Pg. 5-15

10. The maximum load on the main generator is 70.0%. Pg. 5-3

11. While in a climb, you hear a series of loud sharp reports and a sharp rumble from the engine area. Severe engine vibrations and a rapid rise in TOT accompany these. What type of malfunction has occurred? Engine Compressor Stall. Pg. 9-9

12. What is the correct action for the malfunction in #11? 1) Collective-Reduce. 2) Engine Anti-Ice and Heater Switches-OFF. 3) Land as Soon as Possible. Pg. 9-9

13. Fuel flow information from the cruise charts is presented with the Anti-Ice and Heater systems off. If either or both systems are in use, the fuel flow will be increased by:

a. anti-ice on: 4.7% b. bleed air heater on: 2.7%c. both systems on: 7.4% Pg. 7-15

14. You have determined from the cruise charts that planned fuel flow for today’s flight is 24 gallons per hour. With the anti-ice and heater on, fuel flow will increase by 1.776 GPH. The new planned fuel flow is 25.8 GPH. Pg. 7-15

TD-29

OPERATORS SUPPLEMENT

1. The TH-67 for weight and balance purposes, is a Class 2 aircraft. Pg. 6-1

2. When a helicopter is operated at critical gross weights, the exact weight of each individual, plus equipment should be used, if available. Pg. 6-9

3. If weighing facilities are not available, use the best information available to assure operation within the weight and CG limits of the helicopter. Pg. 6-9

4. The weight and balance form that is a continuous history of the basic weight and moment resulting from structural and equipment changes is the DD Form 365-3. Pg. 6-11

5. The weight and balance form that is a summary of the actual disposition of the load in the helicopter is DD Form 365-4. Pg. 6-12

6. What is the minimum crew weight required in the cockpit? 170 pounds. Pg. 6-6

7. The helicopter center of gravity will move forward as fuel is consumed because the CG of the fuel is slightly aft of the helicopter CG and the fuel is contained in an “L” shaped tank. Pg. 6-6

8. Longitudinal CG limits are 106.0 to 114.2 inches up to 2425 pounds and 106.0 to 111.6 inches at 3200 pounds. Pg. 6-5

9. Lateral CG limits are -3.0 inches left of helicopter centerline and 4.0 inches right of the helicopter centerline when the longitudinal CG is 114.2 inches. Pg. 6-4

10. The lateral CG limits are -1.0 inches left of centerline and 2.0 inches right of centerline when gross weight is above 3200 pounds. Pg. 6-4

11. While in straight and level flight, you note a right yaw, rapid increase in engine/rotor RPM and an increase in engine/rotor noise. What type of malfunction has occurred? Engine Overspeed. Pg. 9-9

12. The correct action for the malfunction above is: 1) Collective-Increase to load the rotor and sustain engine/rotor RPM below the maximum operating limit. 2) Throttle-Adjust until normal operating RPM is attained. 3) Land as Soon as Possible. Perform a power-on approach and landing by controlling the RPM manually with the throttle.Pg.9-9

13. If RPM cannot be controlled by throttle adjustment in the steps above: 4) Autorotate when over a safe landing area. 5) Emer Shutdown-Accomplish during descent if time permits. Pg. 9-9

14. During cold temperature operation, engine oil pressure may exceed the maximum of 130 PSI. Stabilize engine at idle speed 62-64% N1 until the engine oil temperature is above 0°C and the engine oil pressure is within normal limits. Pg. 5-2

FM 3-04.301

1. Vestibular illusions caused from changes in linear acceleration or gravity that stimulates the otolith organs are called somatogravic illusions. Three types of this illusion that can be encountered in flight are: Oculogravic, Elevator and Oculoagravic. Pg. 9-17

TD-30

OPERATORS SUPPLEMENT

1. Transient power on rotor droop limit is 95% not to exceed 5 seconds. Pg. 5-5

2. Mast Bumping (flapping stop contact) is the main yoke contacting the mast and may occur during slope landings, rotor startup/coastdown, or when the flight envelope is exceeded. Pg. 8-23

3. What factors can cause spike knock? Low rotor RPM, extreme asymmetric loading, poor execution of an autorotational landing and low “G” maneuvers below +5G. Pg. 8-24

4. Pylon Whirl is a condition that occurs after blade flapping and mast bumping. Pg. 8-24

5. Define Loss of Tail Rotor Effectiveness as written in Chapter 8. The occurrence of an uncommanded and rapid right yaw which does not subside of its own accord and which, if not quickly reacted to, can result in loss of aircraft control. Pg. 8-24

6. List the three relative wind azimuth regions associated with LTE that are capable of adversely affecting controllability and dramatically increasing pilot workload. Briefly describe the tendencies the helicopter exhibits in each region. 1) Weathercock stability (120-240 degrees) Winds within this region will attempt to weathervane the aircraft into the relative wind. 2) Vortex ring state (210-330) Winds within this region will cause a vortex ring state to develop around the tail rotor, which in turn, causes tail rotor thrust variations. 3) Disc vortex (280-330) Winds within this region will cause the main rotor tip vortices to be directed onto the tail rotor. Pg.’s 8-25 to 8-26

7. What are some other factors that can significantly influence the severity of the onset of LTE? An increase in gross weight and/or density altitude, low indicated airspeed and power droop. Pg. 8-26

8. In order to transmit on the UHF “GUARD” frequency, you may tune the frequency manually or it may be tuned automatically when the GUARD mode is selected. Pg. 3-8

FM 3-04.301

1. Define fatigue: A state of feeling tired, weary, or sleepy that results from prolonged mental or physical work, extended periods of anxiety, exposure to harsh environments, or loss of sleep. Pg. 3-13

2. Three types of fatigue are: Acute, chronic, and motivational exhaustion, or burnout. Pg. 3-13

FM 3-04.203

1. Improved rotor efficiency resulting from directional flight is called: Effective translational lift. Pg. 1-43

2. Effective Translational Lift occurs at airspeeds between 16 to 24 knots. Pg. 1-43

3. What conditions must exist simultaneously for settling with power to occur? A vertical or near vertical descent of at least 300 fpm. Actual critical rate depends on gross weight, rotor RPM, density altitude, and other pertinent factors. Slow forward airspeed (less than ETL). Rotor system must be using 20-100% of the available engine power with insufficient power remaining to arrest the descent. Low rotor RPM could aggravate this. Pg. 1-62

TD-31

FTG

NOTE: Questions 1 through 3 pertain to a Low Level Autorotation

1. On base leg establish a descent which will assure constant visual contact with the landing area. Pg. 76

2. Prior to arrival at the entry point, ensure the aircraft is 50 feet AHO and 90 KIAS, in trim, and cruise power is applied. Pg. 76

3. Maintain entry altitude with the cyclic until the aircraft intercepts a normal autorotational profile. Pg. 76

OPERATORS SUPPLEMENT

1. The Maximum Power Available and Continuous Power Available are based on engine anti-ice and bleed air heating systems off. Pg. 7-8

2. The maximum allowable gross weight at 7,000 feet PA and +25°C is 3,350 pounds IGE and 3,100 pounds OGE. Pg. 7-13

3. The power required to hover at 2 feet, 7,000 feet PA, +20°C and 3,000 pounds gross weight is 78%. Pg. 7-13

4. The Maximum Range Airspeed at 6,000 feet PA, 0°C and 3,200 pounds gross weight is 100 KIAS. Pg. 7-32

5. When the aircraft is on an ENGINE OPERATING LIMIT, reduce maximum torque available and continuous torque available by 4% with anti-ice on. Pg. 7-8

6. When the aircraft is on an ENGINE OPERATING LIMIT, reduce maximum torque available and continuous torque available by 4% with heater on. Pg. 7-8

7. Do not attempt an air start above 12,000 ft. MSL (TOT rises to fast to control). Pg. 9-8

8. Vne at 3,000 pounds gross weight and below is 130 KIAS at sea level. Decrease Vne 3.5 KIAS per 1,000 feet above 3,000 feet density altitude. Pg. 5-15

9. Vne above 3,000 pounds gross weight is 122 KIAS at sea level. Decrease Vne 7.0 KIAS per 1,000 feet above 3,000 feet density altitude. Pg. 5-15

10. While in straight and level flight the nose of the helicopter suddenly turns right with left sideslip, pedal has no effect on trim. What type of malfunction has occurred? Complete Loss of Tail Rotor Thrust. Pg. 9-12

Reference Complete Loss of Tail Rotor Thrust to answer questions 13-17

13. When a suitable landing area is reached, make an autorotational landing (THROTTLE CLOSED) using an airspeed above minimum rate of descent. Pg. 9-12

14. If a run-on landing is possible, complete autorotational landing with a touchdown airspeed as required for directional control. Pg. 9-12

15. If a run-on landing is not possible, start to decelerate from about 75 feet, so that forward ground speed is at a minimum when the helicopter reaches 10 to 20 feet; execute the touchdown with a rapid collective pull just prior to touchdown in a level attitude with minimum ground run. Pg. 9-12

16. What is the WARNING associated with the malfunction above? Degree of roll and sideslip may be varied by varying throttle and/or collective. At airspeeds below approximately 50 knots, the sideslip may become uncontrollable, and the helicopter will begin to spin on the vertical axis. Pg. 9-12

17. What is the NOTE associated with the malfunction above? Airflow around the vertical fin may permit controlled flight at low power levels and sufficient airspeed when a suitable landing site is not available; however, the touchdown shall be accomplished with the throttle in the full closed position. Pg. 9-12

TD-32

FTG

NOTE: Questions 1-5 pertain to a Standard Autorotation with a 180° turn

1. Entry altitude as directed ±100 feet, entry airspeed 90 KIAS ±10 KIAS. Pg. 76

2. Perform a 60 KIAS attitude descending turn. Pg. 76

3. By 200 feet AGL, the turn to final must be completed and the aircraft ground track must be aligned with the landing area. Pg. 76

4. By 100 feet AGL the aircraft must be in a steady state autorotation. Pg. 76

5. List the requirements for a steady state autorotation. 1) Rotor RPM within limits. 2) 60 KIAS (+10, -5). 3) Normal rate of descent. 4) Be in a position to terminate in the intended touchdown area (center 1/3, first 1/3 is acceptable). Pg. 76

OPERATORS SUPPLEMENT

1. When aircraft has flown in rain, operated within 10 miles of salt water or within 200 miles of volcanic activity appropriate entries should be made on DA Form 2408-13-1 to alert maintenance. Pg. 5-21

2. If SPARE Caution Light illuminates: Land as Soon as Possible. Pg. 9-24

3. What is the corrective action when the Battery Hot warning light or Battery Temp caution light illuminates (should not illuminate since SLAB battery installed)? Land as Soon as Possible. Pg.’s 9-22 & 9-23

4. Aerobatic maneuvers are prohibited. Define aerobatic maneuvers. Any intentional maneuver involving an abrupt change in aircraft attitude, an abnormal attitude, pitch angle greater than 30° or roll angles greater than 60°, or abnormal acceleration not necessary for normal flight. Pg. 5-16

5. VNE is 80 knots with >85% to 100% torque applied. Pg. 5-16

6. For gross weights greater than 3000 pounds and density altitudes greater than sea level, the directional control margin may be significantly reduced while hovering in winds from the right greater than 20 knots or for right sideward flight at speeds greater than 20 knots. Pg. 5-17

7. Intentional flight below +0.5G is prohibited. Pg. 5-17

8. After reaching 100 feet during a simulated max performance takeoff, you attempt to apply pedal for trim and find that the pedals will not move. Your hover power check was 72% and takeoff power was 87%.

a. Which way will the nose turn when power is reduced? Left.

b. Maintain control with power and airspeed between 40 and 70 knots.

c. Continue powered flight to a suitable landing area where a run-on landing can be accomplished

d. Execute a run-on landing with power and a touchdown speed which will minimize sideslip. Use throttle and collective as necessary, to control sideslip and heading. Pg. 9-13

FM 3-04.301

1. Motivational exhaustion is also known as burnout. Pg. 3-14

TD-33

FTG

NOTE: Questions 1-4 pertain to Perform a Hovering Autorotation

1. Stabilize the helicopter at a 3 foot AGL Hover into the wind. Pg. 75

2. Maintain heading ±10 degrees. Pg. 75

3. Maintain position over the ground ±1 foot. Pg. 75

4. Execute a smooth and controlled descent and touchdown with no lateral or rearward drift during or after touchdown. Pg. 75

OPERATORS SUPPLEMENT

1. TOT of 810°C to 843°C is a 6-second transient, not to be used intentionally. Pg. 5-4

2. Intentional maneuvers beyond attitudes of 30° pitch or 60° roll are prohibited. Pg. 5-16

3. The maximum N1 speed is 105 with a 15 second transient range of 105 to 106. Pg. 5-4

4. You are hovering OGE at +30°C, 5,000 feet PA, at a gross weight of 3010 lbs. when the helicopter starts an uncommanded and rapid right yaw which does not subside of it’s own accord. Which type of problem are you experiencing? Loss of Tail Rotor Effectiveness. Pg. 8-24

5. What is the corrective action for the situation in #4 above? 1) Pedal-Full Left. 2) Cyclic-Forward. 3) As recovery is affected, adjust controls for normal flight. 4) If spin cannot be stopped and crash is imminent, an autorotation may be the best course of action. Maintain full left pedal until the spin stops, then adjust to maintain heading. Pg. 9-15

FM 3-04.203

1. During hovering flight, the counterclockwise rotating, single-rotor helicopter has a tendency to drift laterally to the right. Pg. 1-36

2. Define the Parallelogram Method (Vector Solution). Using two vectors, lines are drawn parallel to the vectors determining the resultant. If two tugboats push a barge with equal force, the barge will move forward in a direction that is the mean of the direction of both tugboats. Pg. 1-4

3. Relative wind moves in a parallel but opposite direction to movement of the airfoil.

Pg. 1-8

4. The primary means of compensating for dissymmetry of lift is blade flapping. Pg. 1-40

5. Cyclic feathering causes attitude of the rotor disk to change but does not create a common change in AOA about the rotor disk. Pg. 1-41

6. TAF acts at the center of pressure on the airfoil and is normally inclined up and rear. Pg. 1-26

TD-34

FTG

1. A precautionary landing should be made whenever further flight is INADVISABLE. Pg. 67

2. The approach angle for a precautionary landing will be determined by the conditions existing at that particular time (size and location of the area, obstacles, winds, etc.) but should be as close to a normal approach as conditions will permit. Excessively steep or shallow approaches should be avoided. Pg. 67

3. Once the approach has been started, an apparent rate of closure should be maintained that is just slightly faster than that required for a normal approach. Pg. 67

OPERATORS SUPPLEMENT

1. Determine the crosswind component for practice touchdown autorotations with a wind component of 20 knots and a crosswind direction of 40 degrees. 13 Pg. 5-18

2. Are practice touchdown autorotations authorized with the crosswind component derived from #1 above? No, the crosswind component is above 10 knots. Pg. 5-18

3. For gross weights greater than 3,000 pounds and density altitude greater than sea level, the directional control margin may be significantly reduced while hovering in winds from the right greater than 20 knots or for right sideward flight at speeds greater than 20 knots. Pg. 5-17

4. While in straight and level flight the aircraft yaws left, engine RPM increases, rotor RPM decreases, the rotor RPM warning light comes on and the low rotor RPM audio activates. What type of malfunction has occurred? Main Drive Shaft Failure. Pg. 9-15

5. What is the procedure for the malfunction in #4 above? a) Autorotate-Establish a power on autorotation. b) Emer. Shutdown-Accomplish after landing. Pg. 9-15

6. Will step 2 in #5 above be performed in flight or after landing? Why (review warning) After Landing. Power must be supplied to the tail rotor during autorotaion to maintain control. Pg. 9-15

7. While performing a standard autorotation, you note that the engine and rotor tachometer needles remain joined. You confirm that the collective is in the full down position and the throttle is at flight idle. What type of malfunction has occurred? Clutch Fails to Disengage. Pg. 9-15

8. What is the correct procedure for the malfunction in #7 above? a) Throttle-Open. b) Land as Soon as Possible. Pg. 9-15

FM 3-04.203

1. List the airflow in forward flight three no-lift areas. Reverse flow, negative stall and negative lift. Pg. 1-38

2. Draw the diagram showing the airflow, which causes transverse flow effect. Pg. 1-43

TD-35

OPERATORS SUPPLEMENT

1. What action, if any, is required when the engine oil temperature exceeds 107°C? Land as Soon as Possible. Pg. 9-11

2. What is the WARNING associated with Complete Loss of Tail Rotor Thrust? Degree of roll and side-slip may be varied by varying throttle and/or collective. At airspeeds below approximately 50 knots, the side-slip may become uncontrollable, and the helicopter will begin to spin on the vertical axis. Pg. 9-12

3. What is the NOTE associated with Complete Loss of Tail Rotor Thrust? Airflow around the vertical fin may permit controlled flight at lower power levels and sufficient airspeed when a suitable landing site is not available; however, the touchdown shall be accomplished with the throttle in the full closed position. Pg. 9-12

4. What is the WARNING associated with Loss of Tail Rotor Effectiveness? Collective reduction will aid in arresting the yaw rate; however, if a rate of descent has been established, collective reduction may increase the rate of descent to an excessive value. The resultant large and rapid increase in collective to prevent ground or obstacle contact may further increase the yaw rate, decrease the rotor RPM and cause an over torque and/or over-temperature condition. Therefore, the decision to reduce collective must be based on the pilot assessment of the altitude available for recovery. Pg. 9-15

5. While in flight the XSMN OIL TEMP segment light illuminates. You note that the transmission oil temperature is 110 and rising slowly, but the oil pressure is normal. What is the correct procedure? Reducing power may help alleviate the condition. Check transmission oil pressure. Land as Soon as Possible. Pg. 9-22

6. During engine start you note that the TOT is increasing more rapidly than usual. What is the correct action if you suspect an engine hot start? a) Starter Button-Press and hold until TOT is less than 200°C b) Throttle-Closed c) FUEL VALVE Switch-OFF d) Complete Shutdown. Pg. 9-16

FM 3-04.203

1. Explain why hovering OGE requires more power than hovering IGE? When in ground effect the proximity to the ground allows for a barrier to interrupt the induced flow path therefore decreasing the velocity of the flow. This reduced velocity aids in increasing the angle of attack of the main rotor blade. Due to the loss of efficiency provided by resultant relative wind being more horizontal and lift being more vertical in ground effect a more prominent angle of attack is required out of ground effect to maintain a hover. Pg.’s 1-34 and 1-35

2. Does angle of attack change between IGE/OGE hover? No, induced flow increases. Pg. 1-35

3. Draw diagrams comparing the airflow and vortex patterns for IGE vs. OGE hover.

Pg. 1-35 and 1-36

TD-36

OPERATORS SUPPLEMENT

1. You are flying cross-country at 110 KIAS. You have determined that your fuel consumption is 28 GPH. The fuel flow warning illuminates. How many minutes of fuel remains until fuel exhaustion? 45 minutes. Pg. 2-13

2. You are transporting passengers cross-country when you encounter turbulence. You should ensure that all occupants are seated with their seat belts and shoulder harnesses tightened. Pg. 8-30

3. If the effects of turbulence become significant, you should fly a torque value corresponding to maximum endurance airspeed in order to minimize the effects of turbulence. Pg. 8-29

4. Intentional flight into icing conditions is prohibited. Pg. 8-31

5. If icing conditions become unavoidable, the pilot should turn on the pitot heater, windshield defroster and engine anti-ice system. Pg. 8-31

6. An increase in torque may be required to maintain a constant airspeed and altitude due to ice accumulation on the rotor system and possible degradation of the ability to maintain autorotational rotor speed within operating limits may occur. Pg. 8-32

7. What precautions are recommended if a lightning strike occurs, or is expected? 1) Reduce airspeed as much as practical to maintain safe flight. 2) Avoid abrupt control inputs. Pg. 8-31

8. You are flying in formation at 3,500 AGL when the pilot of another aircraft advises you that smoke and flames are emitting from the engine compartment. You also note fuel pressure has decreased and numerous suitable forced landing areas are immediately available. 1) Autorotate. 2) Emer Shutdown-Accomplish during descent if time permits. Pg. 9-17

TD-37

OPERATORS SUPPLEMENT

1. The fuel supply system has a max fuel useable capacity of 82.6 U.S. Gallons. Pg. 2-53

2. When the Fuel Low caution light illuminates, approximately 12 gallons of fuel remain. Pg. 2-52

3. The fuel flow indicating system furnishes the pilot with the following information. a) Fuel Flow. b) Fuel Used. c) Time remaining and a low fuel warning at 45 minutes of time remaining. Pg. 2-13

4. The fuel indicating system is not a quantity-sensing device, and therefore cannot determine the amount of usable fuel in the tank. To ensure accurate readings in flight, enter maximum usable fuel as follows:

a. Move the toggle switch to the “Full Fuel” position and hold. The maximum useable figure will be displayed in the right window.

b. Press “Enter” button.

c. Return the toggle switch to the center position.

d. To verify, move the toggle to the “GAL Rem” position and useable fuel will be displayed in the right window. Pg. 2-14

5. When the ENGINE CHIP caution light illuminates in flight, what action should you take? Land as Soon as Possible. Pg. 9-23

6. The battery is a vented 24 volt, 17 Ampere/Hour sealed lead acid battery. Pg. 2-28

7. The DC loadmeter measures and indicates amperage output of the generator in percent. Loadmeter redline is 70.0% maximum. Pg. 5-3

8. A no output malfunction of the main generator will be indicated by zero indication on the DC loadmeter and an illumination if the MAIN GEN FAIL caution light. An attempt may be made to bring the generator back on line by: 1) GEN FIEL and GEN RESET circuit breakers-Check IN. 2) MAIN GEN switch-Reset then MAIN GEN. (Do not hold in the reset position). Pg. 9-18

If the generator is not restored, or goes off line again: 1) MAIN GEN switch-Off 2) Turn off all unnecessary electrical equipment. 3) Land as soon as practicable. Pg. 9-18

9. In the event of electrical fire in flight or suspected electrical fire in flight: 1) BATT and MAIN GEN switches-OFF. 2) IFR STDBY GEN switch-OFF. 3) Land as Soon as Possible. 4) Emer. Shutdown-Accomplish during descent if time permits. Pg. 9-17

10. To eliminate any fumes resulting from the malfunction in #9 you should: VENTS-Open. 2) COCKPIT and CABIN WINDOWS-Open for maximum ventilation. Pg. 9-17

FM 3-04.203

1. Recovery from blade stall: The following enable the aviator to recover from retreating blade stall: a) Reduce collective b) Reduce airspeed c) Descend to a lower altitude (if possible) d) Increase rotor RPM to normal limits e) Reduce the severity of the maneuver. Pg. 1-68

2. List the conditions required for dynamic rollover to occur: a) Pivot point b) Rolling motion c) Exceed critical angle. Pg. 1-63

TD-38

OPERATORS SUPPLEMENT

1. Will the XSMN OIL PRESS segment light illuminate if the transmission oil pressure exceeds 70psi? No, only illuminates below 30psi. Pg. 2-50

2. Can hydraulic pressure be switched off if the HYD BOOST circuit breaker is out? Explain? No, the hydraulic solenoid valve is spring loaded in the open position and requires electricity to close. Therefore, if power is removed from the system by means of the circuit breaker being out then the valve will respond by mechanically opening under spring pressure. Pg. 2-23

3. Will the ENG ANTI-ICE remain on with total electrical failure? Explain? Yes, the system is designed to remain in the given position if there is an electrical failure. Pg. 2-9

4. The Avionics Master Switch allows radios to be turned on simultaneously if the individual radio switches are in the “ON” position. Pg. 2-39

5. What is the purpose of the avionics bypass switch? The bypass switch will supply power to the avionics in the event that the avionics master relay fails. Pg. 2-39

6. The fuselage consists of the forward, intermediate and the tailboom sections. Pg. 2-1

7. The engine is supported by three bipod mounts on the service deck. Pg. 2-7

8. The vertical fin is installed with the leading edge 5 1/2° right of center line thus reducing tail rotor thrust requirements in forward flight. At what airspeed is the tail rotor completely “off-loaded”? Between 100-110 KTAS. Pg. 2-20

9. What are the two components that receive anti-icing when the anti-ice switch is turned on? The compressor inlet guide vanes and front bearing support hub. Pg. 2-9

10. While in flight you feel binding, resistance, feedback and sloppiness in the flight controls. What malfunction has occurred? Flight Control Malfunction. Pg. 9-21

11. What is the correct procedure for the malfunction in #10 above? a) Land as Soon as Possible. b) Emer Shutdown-Accomplish after landing. Pg. 9-21

12. What is the WARNING associated with a Hydraulic Power failure? Do not turn the HYDR SYSTEM switch to the on position for the remainder of the flight. This prevents any possibility of a surge in hydraulic pressure and the resulting loss of control. Pg. 9-20

FM 3-04.301

1. Spatial disorientation is an individual’s inability to determine his or her inaccurate perception of position, attitude and motion relative to the surface of the earth or significant objects; for example, trees, poles or buildings during hover. Pg. 9-1

2. The proprioceptive system is closely associated with the vestibular system. Pg. 9-8

3. Vertigo is a spinning sensation usually caused by a peripheral vestibular abnormality in the middle ear. Pg. 9-1

4. The 3 types of spatial disorientation are: Type 1 (unrecognized), Type 2 (recognized) and Type (incapacitating). Pg.’s 9-1 and 9-2

5. During flight, the visual system is the most reliable. Pg. 9-2

TD-39

OPERATORS SUPPLEMENT

1. The fixed landing light is a 250-watt unit mounted on the forward portion of the nose and is controlled by the LDG LT switch located on the collective control head. Pg. 2-42

2. The slewable landing/searchlight is a 450-watt unit mounted directly behind the fixed landing light. The searchlight is turned on and off and stowed with the SRCH LT ON/STOW switch and positioned vertically and laterally with the EXT/RETR switch. Pg. 2-42

3. The emergency locator transmitter, when activated, transmits on emergency frequencies 121.5 and 243.0. Pg. 2-40

4. The ARM position is normal for flight operations, and arms the emergency locator transmitter for automatic crash activation. Pg. 2-40

5. The ENG OUT warning system is activated when the N1 is below 55% ±3%. Pg. 2-49

6. The LOW ROTOR warning system is activated when the rotor RPM is below 90%. Pg. 2-49

7. What conditions activate the FUEL PUMP caution light? When fuel pressure at the outlet drops 4.0 ± 0.5 PSI due to fuel boost pump failure. Pg. 2-51

8. Maximum load applied to the blade tips shall not exceed 100 pounds. Maximum deflection between the flapping axis and blade tips shall not exceed 24 inches. Page 2-60

9. With both the Anti-Ice and Heater systems in use, the fuel flow will increase 7.4%. Pg. 7-15

AR 95-1

1. Anti-collision lights will be on aircraft engines are operating except when:

1) Conducting night vision device operations. 2) Conditions may cause vertigo. 3) There may be other hazards to safety. Pg. 6

2. Position lights will be on bright between official sunset and sunrise. Pg. 6

3. What is the minimum altitude above the surface when flying over the following areas?

National Parks, Monuments, Recreation Areas and Scenic Riverways administered by the National Parks Service, National Wildlife Refuges, Big Game Refuges or Wildlife Ranges administered by the U.S. Fish and Wildlife Services, Wilderness and Primitive areas administered by the U.S. Forest Service 2,000 AGL Pg. 9

FM 3-04.203

1. Settling with Power is a condition of powered flight in which the helicopter settles in its own downwash. Pg. 1-61

2. The vortex ring state can be completely avoided by descending on flight paths shallower than about 30° (at any speed). Pg. 1-62

3. In the space below draw the 3 diagrams detailing the various stages of settling with power: Pg. 1-61

FM 3-04.301

1. The four stages of hypoxic hypoxia, altitudes and oxygen percentage levels associated with each:

a. Indifferent Stage

0-10,000 feet

98-90% O2 saturation

b. Compensatory Stage10-15,000 feet

89-80% O2 saturation

c. Disturbance Stage

15-20,000 feet

79-70% O2 saturation

d. Critical Stage

20-25,000 feet

69-60% O2 saturation Pg. 2-21

AR 95-1

1. Aircraft crews will use oxygen on unpressurized aircraft flights above 10,000 feet pressure altitude for more than one hour, on flights above 12,000 feet pressure altitude for more than 30 minutes and on flights above 14,000 feet pressure altitude for any period. Pg. 49

TD-40

OPERATORS SUPPLEMENT

1. The Cruise Charts are based on operation at 100% rotor/engine RPM with engine Anti-Ice and the bleed air heater off. Pg. 7-16

2. The CONT XMSN LIM line on the cruise chart is a vertical line located at 85% torque and represents the structural limit of the transmission for continuous (exceeding 5 minutes) operation. Pg. 7-15

3. The 5 MIN XSMN LIM is a vertical line on the cruise chart located at 100% torque and represents the structural limit of the transmission for transient operations above 85% to 100% for 5 minutes or less. Pg. 7-15

4. Operating at maximum continuous torque will cause the TOT to be at the upper limit of the green arc (738°C.) Pg. 7-15

5. The max Range airspeed will produce the greatest flight range per gallon fuel. Pg. 7-15

6. The maximum Endurance airspeed will yield the greatest flight endurance since minimum torque will provide minimum fuel flow. Pg. 7-15

7. Determine the maximum rate of climb at maximum continuous power, anti-ice off, particle separator installed, at 70 knots, 3000 pounds gross weight, PA 2000 feet and temperature of +40°C. 833 FPM. Pg. 7-5

8. Which altitude wou