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 2408-131. 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, -131, -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 inflight 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 Possible Pg. 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 Possible Pg. 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 trim
Pg. 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. AutorotateEstablish 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: VentsOpen. 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 breakerOUT. 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 onethird 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 airconditioning 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 “popup” 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) ThrottleAdjust 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. 915
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: VENTSOpen. 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 Stage
10-15,000 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 AntiIce 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 would be preferable to improve fuel economy under the following
conditions: Gross weight of 3000 pounds, FAT +30°C, 90 knots TAS.
Sea level consumption rate: 24 GPH
8000 feet consumption rate: 22 GPH
Pg.’s 7-41 and 7-45
9. After completing the emergency procedure for Hydraulic Power Failure and
proceeding to a landing area that will permit a run on landing your co-pilot makes the
statement that he is going to attempt to troubleshoot the hydraulic system by returning the
hydraulic switch to the on position. Are you going to allow the co-pilot to do this? Why?
No, the HYD SYSTEM switch must remain in the OFF position for the remainder of the
flight to prevent a surge in hydraulic pressure and the resulting loss of control. Pg. 9-20
PERFORMANCE PLANNING
1. Based on PA 8000 ft. and Temp. +20° your maximum torque available is 90%. While
attempting to clear a barrier on takeoff you apply 96% torque.
a. Has an over torque occurred? No. The limit is an engine operating limit. Pg. 7-9
b. What TOT range would you expect? Greater than 738°C. Pg. 5-4
c. Are you time limited in this range? Yes, 5 minutes. Pg. 5-4
d. What is your max airspeed at this torque? 80 KIAS. Pg. 5-16
Op. Supp.
2. If you have reached 104% torque and maintained this torque for eight seconds. What
limits have been exceeded? Transient torque time limit of 5 seconds. Pg. 5-6 Op. Supp.
3. Your performance planning shows a predicted hover of 64% torque at a weight of 2480
pounds. You perform a hover check and confirm the expected performance. During your
mission you land and load a 230 pound passenger. Before departing you should perform a
PPC Arrival calculation. FTG Pg. 30
4. After performing the hover power check in #3 above, you note that the hover torque is
now within 7% of the max torque available. What type of takeoff are you authorized to
perform? Normal takeoff. FTG Pg. 40
5. While performing a 2-foot hover check, you note that the indicated hover torque is
88%. MAX torque available is 100%. Is there sufficient power available to perform a
simulated maximum performance takeoff? Explain. No, Simulated Max Performance
Takeoffs require a margin of 15% or greater on torque. FTG Pg. 40
FM 3-04.203
1. What are the names of the three autorotative regions in forward flight? Driven, driving
and stall. Pg. 1-44
TD-41
VFR MINIMUMS / AR 95-1
1. State the minimum weather an ARMY AVIATOR must have under the following
conditions: Daylight, Class G, at or below 1200 feet AGL, in a helicopter. ½ SM
visibility and clear of clouds. AR 95-1 Pg. 29
2. State the minimum weather an ARMY AVIATOR must have under the following
conditions: Night, Class G, at or below 1200 feet AGL, in a helicopter. 1 SM visibility
and clear of clouds. AR 95-1 Pg. 29
3. State the minimum weather an ARMY AVIATOR must have under the following
conditions: Day, Class E, at an altitude above 1200 feet AGL but less than 10,000 feet
MSL, in a helicopter. 3 SM Visibility 500 ft below, 1,000 ft. above 2,000 ft. horizontal.
AR 95-1 Pg. 29
4. State the minimum weather an ARMY AVIATOR must have under the following
conditions: Day, Class G, at an altitude above 1200 feet AGL but less than 10,000 feet
MSL, in a helicopter. 1 SM visibility and 500 ft. below 1000 ft. above, 2000 ft.
horizontal. AR 95-1 Pg. 29
5. What is the cloud clearance requirement when operating SVFR in class D airspace? ½
mile unless higher minimum is required at the airfield. AR 95-1 Pg. 31
VFR SECTIONAL
1. The floor of class E airspace begins above 700 feet AGL when depicted on the VFR
sectional by the magenta vignette (fading).
2. Areas not tinted by the magenta vignette indicate controlled airspace above 1,200
(New Orleans Sectional note; otherwise 14,500 MSL) feet AGL.
3. What are the cloud clearance and visibility requirements for an ARMY helicopter pilot
flying at 500 feet AGL in an area shaded magenta? ½ SM visibility and clear of clouds
4. What are the cloud clearance and visibility requirements for a helicopter pilot flying at
1400 feet AGL in an area shaded magenta? 3 SM visibility and 500 feet below, 1,000 feet
above and 2,000 feet horizontally clear of clouds.
5. What are the cloud clearance and visibility requirements for a helicopter pilot while
operating under VFR in class D airspace? 3 SM visibility and 500 feet below, 1,000 feet
above and 2,000 feet horizontally clear of clouds.
6. While in day conditions, flying under VFR at 3500 AGL in class E airspace enroute,
you note that the in-flight visibility will soon deteriorate to less than 3 SM. What action,
if any, must you take in order to continue VFR? AN SVFR must be obtained from the
appropriate ATC.
NOTE: Use the New Orleans sectional to answer the following conditions.
7. What class airspace does the blue segmented line that surrounds Dothan airport depict?
Class D
8. What is the vertical limit of the airspace surrounding Dothan airport?
9. Is two-way radio communications required to penetrate the blue segmented airspace
surrounding Dothan airport while operating under VFR?
10. What are the cloud clearance requirements for an ARMY pilot flying within the blue
segmented boundaries of the airspace surrounding Dothan airport? 3 SM visibility and
500 feet below, 1,000 feet above and 2,000 feet horizontally clear of clouds.
11. Is two-way radio communication required when flying in the class E airspace arrival
extension at Dothan airport (depicted by a magenta segmented line)? No.
12. When is two-way radio communication required while flying in this airspace? If the
pilot plans to enter Class D airspace or plans to land within the airspace.
13. A Terminal Radar Service Area (TRSA) is depicted on the VFR sectional by:
14. Is it mandatory to contact ATC prior to penetrating the airspace within the TRSA?
15. What equipment, if any, is required to fly through a TRSA, excluding any class D
airspace?
OPERATORS SUPPLEMENT
1. The maximum range airspeed will yield the best fuel economy in terms of miles per
gallon. Pg. 7-15
2. You are flying in visible moisture with an outside air temperature of 3°. What systems
will you turn on other than the pitot heater? Engine Anti-Ice and Heater. Pg. 8-29
3. Will the use of these systems affect performance planning? Explain. Yes, fuel flow
will increases by 7.4% with both systems on. Pg. 7-15
4. Does the use of anti-ice and heater affect power required to hover at a given weight?
Explain. Yes, the use of engine anti-ice and heater reduces maximum and continuous
torque available by 4%. If maximum torque is needed to maintain a hover it will not be
available if these systems are in use. Pg.’s 7-8 and 7-12
TD-42
VFR SECTIONAL
1. Class C airspace is depicted on the VFR sectional by: solid magenta concentric circles
2. What are the dimensions of class C airspace? Core is from center to 5NM and from
surface to 4,000 AGL, shelf extends to 10NM and vertically from 1,200 to 4,000 AGL
3. Is it MANDATORY to contact ATC prior to penetrating Class C airspace? Yes
4. What equipment, if any, is REQUIRED to operate in Class C airspace? Two-way radio
and Mode C transponder
5. Class B airspace is depicted on the VFR sectional by: solid blue concentric circles
6. What equipment, if any, is REQUIRED to operate within the boundaries of Class B
airspace? Clearance, two-way radio and Mode C transponder
7. If the mode C of your transponder is inoperative prior to your entry into Class B
airspace can you still get permission from ATC to enter? (How much notice ahead of
time must you request a deviation from the mode C requirement?)
8. What is the difference between a restricted area and a warning area? Warning areas are
located over water.
9. What type of activity may be expected within the boundaries of a restricted area?
Unusual, often invisible, hazards such as aerial gunnery, artillery or missile firing.
10. What do the large blue numbers located in the center of each block of latitude and
longitudes signify? Maximum elevation within the 30 minute quadrangle
11. What is the name of the airport located at 31°, 18 minutes, 31 seconds North latitude
and 86°, 23 minutes, 38 seconds West longitude? New Orleans-North sectional)
12. Using the New Orleans sectional, determine the following information regarding the
airport in #17 above:
a. What is the field elevation?
b. What kind of lighting is available?
c. Is the runway paved?
d. How long is the runway?
e. Is a control tower located at that facility?
f. What frequency would you use to communicate?
g. Are services available?
FM 3-04.301
1. List three Somatogyral Illusions that may be encountered in flight. Leans, graveyard
spin and Coriolis illusions. Pg. 9-14
2. List three Somatogravic Illusions that may be encountered in flight. Oculogravic,
elevator and oculoagravic. Pg. 9-17
3. To prevent spatial disorientation aviators should:
a. Never fly without visual reference points (actual horizon or instrument horizon).
b. Trust the instruments
c. Avoid stressors (fatigue, smoking, hypoglycemia, hypoxia and anxiety).
d. Never try to fly VMC and IMC at the same time.
Pg.’s 9-18 and 9-19
4. If spatial disorientation occurs aviators should:
a. Refer to instruments and develop a good cross check
b. Delay intuitive actions long enough to check both visual references and instruments
c. Transfer controls to the other pilot if two pilots are in the aircraft. Rarely will both
experience disorientation at the same time.
Pg. 9-19
TD-43
REGULATIONS, PUBLICATIONS, PROCEDURES
1. What are the pilot’s responsibilities in regard to DD Form 365-4 as stated in AR 95-1?
Ensure the accuracy of computations, a completed DD 365-4 is on board and that the
weight and CG will remain within allowable limits for the entire flight. Pg. 29
2. At USAAWC, form 365-4 expires 365 days after the date of computation. Th-67
Aircraft Systems Handout Pg. 119
3. An aircraft whose center of gravity may readily be exceeded in a normal loading
configuration is classified as a Class 2 aircraft. Pg. 46
4. What is the weight and balance classification of the TH-67? Class 2. Op. Supp. Pg. 6-1
OPERATORS SUPPLEMENT
1. Items during preflight for the landing gear are: Crosstubes, skids, skid shoes and
ground handling wheels removed. Pg. 8-5
2. Items during the preflight for Hydraulic servos and flight controls (Fuselage-Cabin
Right Side) are: Condition and security, interference, leakage, reservoir level (full with
no bubbles showing), filter indicator button retracted. Pg. 8-5
3. Transmission oil level during preflight should be: At or below the dot with oil showing
in the sight glass. Pg. 8-6
4. What is the function of the bleed air control valve? To provide for rapid engine
response and minimize the possibility of compressor stall. Pg. 2-10
5. The bleed air control valve is closed by bleed air pressure, and is spring loaded to the
open position. Therefore, the valve must be in the open position when the engine is not
running. Pg. 2-10
6. What antennas are located on the fuselage top of the VFR TH-67? VHF comm.., UHF,
VHF nav. and ELT. Pg. 3-23
7. List the gauges that are “wet” line indicators. Torque, engine oil pressure and
transmission oil pressure. Pg.’s 2-11, 2-12 and 2-24
8. What is the WARNING listed during preflight Tailboom-Right Side? Failure to
remove rotor tiedowns before engine starting may result in severe damage and possible
injury. Pg. 8-7
9. What is the CAUTION listed during preflight Fuselage-Top? No more than 2 persons
(one to the left and one to the right of the transmission area) should be on the top of the
aircraft at one time. Pg. 8-8
10. During preflight, the Pilot Walk Around consists of: Verify tiedowns, mooring
chains, covers removed. Verify cowlings, latches, fuel cap secure (perform as late as
practicable prior to “BEFORE STARTNG ENGINE” checks). Pg. 8-12
FM 3-04.301
1. Extended flight at high altitude without supplemental oxygen causes hypoxic hypoxia.
Pg. 2-16
2. The only consistent effect of hypoxia in the indifferent stage is a reduction in night
vision. Pg. 2-21
3. List the three types of fatigue: Acute, chronic and motivational exhaustion or burnout.
Pg. 3-13
4. Which type of fatigue may take several weeks of rest to recover from? Chronic.
Pg. 3-14
5. List the self-imposed stresses:
a. Drugs b. Exhaustion c. Alcohol d. Tobacco e. Hypoglycemia. Pg. 3-3
6. Chronic fatigue untreated for too long is referred to as motivational exhaustion also
known as burnout. Pg. 3-14
TD-44
FM 3-04.203
1. Rotational relative wind, as modified by induced flow equals the resultant relative
wind. Pg. 1-10
2. Induced drag is the result of the production of lift. Pg. 1-28
3. Parasitic drag is incurred from the non-lifting portions of the aircraft. Pg. 1-28
4. Profile drag is defined as frictional resistance of the blades passing through the air.
Pg. 1-28
5. The center of pressure is that point along the chord line through which all aerodynamic
forces are considered to act. Pg. 1-7
6. Angle of incidence is the angle between the chord line and the rotational relative wind
of the rotor system. Pg. 1-11
7. Angle of attack is the angle between the chord line and the resultant relative wind.
Pg. 1-11
8. When passing through ETL on takeoff, the nose of the helicopter tends to pitch up and
roll right. What factor causes this tendency? A combination of dissymmetry of lift,
gyroscopic precession and transverse flow effect. Pg. 1-43
9. When accelerating from a stationary hover into forward flight the helicopter vibrates
and develops a right rolling motion. What causes this? Transverse flow effect. Pg. 1-42
10. How does the MAIN ROTOR compensate for dissymmetry of lift? Flapping. Pg. 1-40
11. How does the TAIL ROTOR compensate for dissymmetry of lift? Flapping through
the use of a delta hinge. Th-67 Aircraft Systems Handout Pg. 50
12 (Circle the correct answer) The advancing main rotor blade flaps up. True. Pg. 1-40
13. What conditions must exist for settling with power to occur? 1) A vertical or near
vertical descent of at least 300 feet per minute. 2) Slow forward airspeed. 3) 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
14. What methods can be combined to recover from settling with power? Which is the
preferred method? 1) During the initial stage (when a large amount of excess power is
available) a large application of collective pitch may arrest rapid descent. If done
carelessly or too late, collective increase can aggravate the situation resulting in more
turbulence and an increased rate of descent. 2) In single-rotor helicopters, aviators can
accomplish recovery by applying cyclic to gain airspeed and arrest upward induced flow
of air and/or by lowering the collective (altitude permitting). 3) In tandem-rotor
helicopters, fore and aft cyclic inputs aggravate the situation. By lowering thrust (altitude
permitting) and applying lateral cyclic input or pedal input to arrest this upward induced
flow of air, the aviator can accomplish recovery. The preferred method is gaining
airspeed as les altitude is lost. Pg. 1-62
15. Vortex Ring State can be completely avoided by descending on flight paths shallower
than about 30 degrees at any speed. Pg. 1-62
16. Rotor efficiency is increased by ground effect to a height of about one rotor diameter.
Pg. 1-35
17. Human factors considered in the prevention of dynamic rollover include: Inattention,
inexperience, failure to take timely corrective action, inappropriate control input and loss
of visual reference. Pg. 1-66
FM 3-04.301
1. List the four types of hypoxia: Hypoxic, hypemic, stagnant and histotoxic. Pg. 2-16
2. List the four stages of hypoxia: Indifferent, compensatory, disturbance and critical.
Pg. 2-21
3. Consumption of alcohol causes histotoxic hypoxia. Pg. 2-17
4. Smoking causes hypemic hypoxia. Pg.’s 2-16 and 2-19
5. You feel pressure in your ear during a climb. You should attempt to relieve the
pressure by swallowing, yawning or tensing the throat muscles (never attempt Valsalva
maneuver during ascent). Pg. 2-30
6. Define spatial disorientation. An individual’s inability to determine his or her 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
7. An aircrew member who donates 200cc or more of blood will be restricted from flying
duty for a period of 72 hours. AR 40-8 Pg. 2