MH60T Trivia #101-125 

This trivia series distills over 20 years of flight manual study into 500+ focused questions and answers, posted in 25 question sets. It’s not a substitute for the manual, but rather an aid to facilitate study and strengthen airmanship. During your review, ask yourself: How is this operationally relevant? Do I need to memorize it, or just be familiar with it? Should I review more on this topic? 

101. Q: Max endurance in an auto? 
A: 75 kts. 

102. Q: Normal nose up in a practice auto flare? 
A: 20°. 

103. Q: Maximum nose up in a practice auto flare? 
A: 30°. 

104. Q: Altitude required to commence a power recovery from a practice auto? 
A: No lower than 80′. 

105. Q: Altitude limits for a practice auto recovery completion? 
A: No lower than 20′. 

106. Q: Target groundspeed at the completion of a practice auto? 
A: Slower than 30 kts. groundspeed. 

107. Q: Weight limit for practice autos? 
A: 18,500 lbs. 

108. Q: Flight manual requirements prior to the first practice auto? 
A: Full before landing check list, day/VMC, first auto straight in. 

109. Q: Minimum practice auto altitudes? 
A: 500′ AGL straight in, 1000′ AGL 90° or 180°. 

110. Q: Minimum safety calls? 
A: 100′ increments below 500′ AGL, “200 feet flare”, “80 feet recover”. 

111. Q: Nr requiring a power recovery wave off? 
A: Over 105% Nr. 

112. Q: Requirement for a practice auto over an unprepared surface? 
A: Recover above 1000′ AGL, no less than 40 kts. 

113. Q: Recovery from the flare during a “real” auto? 
A: 35-60′ (pro tip – the RADALT “dial” changes scales at the 100’ mark. There is a large “50” which is what I plan to use cue me to a recovery in a real auto). 

114. Q: Max height for an engine failure in a hover? 
A: 10′ above 19,500 lbs., 15′ below 19,500 lbs. 

115. Q: For all practice single engine approaches, the pilot monitoring shall?  
A: Call torque and Nr and monitor the affected PCL – The preceding paragraph also states the PM should remain prepared to increase the PCL to the FLY detent immediately in case of a malfunction in the other engine.  

116. Q: Guidance for Np during a simulated engine failure? 
A: Maintain Np as high as possible without producing torque (to reduce acceleration time, should the engine be required). 

117. Q: General guidelines for simulating practice emergency procedures during hoisting? 
A: Simulated emergencies shall not be conducted during live hoists or practice DIW hoists when committed. 

118. Q: Practice stab failure limitations? 
A: If unannounced, day VMC only. 

119. Q: Practice stab failure procedure? 
A: Initiate by momentarily slewing up. 

120. Q: Hover altitude for termination of BOOST OFF approaches? 
A: Should terminate in a 20 ft. hover. Once stabilized, the pilot may commence a descent to landing. 

121. Q: Parameters for taxi? 
A: Increase collective to about 30%, brake check on the first taxi of the day, about 20% torque to maintain forward movement, displace cyclic in direction of turn to maintain a level attitude. Cyclic displacement should be no more than half the distance between the neutral position and the horizon. 

122. Q: Parameters for a normal takeoff? 
A: 5-10°nose down, 15% above HIGE power. 

123. Q: Procedure for a max performance takeoff? 
A: Smoothly pull to 106% or TGT limiting, establish climb at an angle that will clear the obstacle, once clear transition to forward flight. 

124. Q: Initial climb speed? 
A: 75-95 kts. 

125. Q: Pattern airspeed? 
A: 80-100 kts.