TH-67 IERW

• [G] 0°C to 107°C Continuous Operation
• [R] 107° Max

• [Y] 50 PSI Min Below 78%N1
• [G] 90 PSI Min from 78% to 94% N1
• [G] 115PSI Min above 94% N1
• [R] 50 PSI Min, 130 Max

• [G] 30 to 50 PSI Coninuous operation
• [R] 30 PSI min, 70 PSI max

• [G] 15°C to 110°C Continuous operation
• [R] 110°C Max

• [R] 4.0 PSI Min
• [G] 4.0 to 30 PSI continuous operation
• [R] 30 PSI Max
• {R} 8 PSI Min- type A,A-1, JP-5, JP-8 fuel below-18°C(0°F) to -32°C (-25°F)

[R] 70.0% Max

*NOTEAutorotations above 100 KIAS will result in high rates of descent and low rotor RPM.

• [G] 0 to 130 Knots Continuous Operation
• [R] 130 Knots Maximum
• [B] 100 Knots Maximum for Autorotation

*VNE for internal gross weight above 3,200 pounds is 78 KIAS, not to exceedplacarded VNE.

• [G] 100 to 738oC Continuous
• [Y] 738 to 810oC Take-off Power Range (5 minute limit)
• [R] 810oC Maximum810oC to 843oC, 6 second transient (Not to be used intentionally).
• [R] 927oC Maximum during Starting and Shutdown (10 seconds Maximum)

*NOTE* The Red Warning light illuminates when either of the followingconditions are exceeded 810oC to 927oC for 10 Seconds, or higherthan 927oC.

Exceeding the limits of 810oC TOT or 100% torque may cause N1topping with resultant rotor droop.

• [G] 60 to 105% Continuous Operation
• [R] 105% Maximum105 to 106% Transient (15 seconds Maximum)

• [R] 90% Minimum Operation
• [Y] 50 to 60% Accelerate through this range
• [G] 90 to 107% Normal Operation
• [R] 107% Maximum

*Power on Transient Rotor Droop Limit is 95% (5 seconds Maximum)N2 75% to 88%, 60 seconds maximum (time is not cumulative)

• [R] 97% Minimum Operation
• [G] 97 to 100% Continuous Operation
• [R] 100% Maximum

N2 75% to 88%, 60 Seconds Max (time not cumulative)

• [G] 0 to 85% Continuous Operation
• [Y] >85 to 100% Take-off Power Range (5 Minute Limit)
• [R] 100% Maximum

*Transient Torque Limit is 100 to 110% (5 second Maximum). INTENTIONALUSE IS PROHIBITED.

• a. 3,000 Pounds Gross Weight and Below:
• Maximum operating- VFR 20,000 feet pressure altitude- IFR 14,000 feet pressure altitude

• b. ABOVE 3,000 Pounds Gross Weight:
• Maximum operating- VFR 13,500 feet pressure altitude- IFR 8,000 feet pressure altitude

• a. The helicopter can be started in a maximum wind velocity of 45 knots and a
• maximum gust spread of 15 knots.NOTEGust spreads are not normally reported.
• To obtain spread,compare minimum and maximum velocities.

b. Maximum wind for hovering is 35 knots crosswind and 30 knots tailwind.

• c. For hover operations at gross weights above 3200 pounds:
• 1. IGE maneuvers – refer to Chapter 8
• 2. OGE maneuvers – calm wind only

Prolonged operation of standby generator while it is the primary power supply to essential #1 buss is prohibited at airspeeds less than 50 KIAS to assist with generator cooling.

a. Engine anti-ice shall not be used in ambient temperatures above 4 deg C.

b. Engine anti-icing shall be ON for flight in visible moisture intemperature 4 deg C or below.

• CAUTION
• Take off with LOW INLET PRESSURE caution light illuminated is prohibited

• a. If there is no rise in TOT within the first 20 seconds of energizing starter, limitstarter energizing time to the following:
• External Power Battery
• 25 Seconds – ON 40 Seconds – ON
• 30 Seconds – OFF 60 Seconds – OFF
• 25 Seconds – ON 40 Seconds – ON
• 30 Seconds – OFF 60 Seconds – OFF
• 25 Seconds – ON 40 Seconds – ON
• 30 Minutes – OFF 30 Minutes – OFF

• b. If there is a rise in TOT within the first 20 seconds of energizing starter, limitstarter energizing time to the following
• :External/Battery Power
• 1 Minute – ON
• 1 Minute – OFF
• 1 Minute – ON
• 1 Minute – OFF
• 1 Minute – ON
• 30 Minutes - OFF

During starting if N1 does not reach 58% in a total time of 45 seconds (or 60 secondsbelow 10oC FAT), close throttle and press starter button until TOT is below 200oC. Ifengine fails to start on third attempt, abort start and make an entry on DA Form 2408-13-1. Starter engage time limits above do not apply to engine starting limitations shouldabort start procedures become necessary.

The HIT is the method by whitch the aviator in day-to-day flying monitors the aircraft engine condition