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UNITED STATES ARMY AVIATION WARFIGHTING CENTER

FORT RUCKER, ALABAMA

JUNE 2007

Student Handout

TITLE: AH-64D Aircraft Performance Planning

FILE NUMBER: 11-0905-6

PROPONENT FOR THIS STUDENT HANDOUT IS: Commander, 110th Aviation Brigade ATTN: ATZQ-ATB-AD Fort Rucker, Alabama 36362-5000 FOREIGN DISCLOSURE STATEMENT: This product/publication has been reviewed by the product developers in coordination with the USAAWC Foreign Disclosure Officer, Fort Rucker, AL foreign disclosure authority. This product is releasable to students from all requesting foreign countries without restrictions.

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NOTES

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SECTION I. INTRODUCTION

Motivator Understanding Performance Planning is an essential part of mission planning and key to mission success.“

Terminal Learning Objective

Action: Perform AH-64D Aircraft Performance Planning Conditions: As an AH-64D Pilot in Command.

Standards: In accordance with (IAW) TM 1-1520-251-10 and TC 1-251.

Evaluation Immediate following this PPC lesson, you will be given a practical exercise covering the PPC. You may complete in class or take with you. Solutions to the exercise are in the handout.

“Each student will be evaluated on this block of instruction by their Instructor Pilot.“

Instructional Lead-In

Regular use of performance data will allow maximum safe use of the helicopter. Knowledge of performance margins will allow better decisions when unexpected conditions or alternate missions are encountered. Situations requiring maximum performance will be readily recognized. Experience will be gained in accurately estimating the effects of conditions for which data is not presented.

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SECTION II. PRESENTATION

A. ENABLING LEARNING OBJECTIVE 1

ACTION: Verify Aircraft Weight and Balance CONDITIONS: Given a partially completed DD Form 365-4, TC 1-251 and TM 1-

1520-251-10.

STANDARDS: In accordance with TM 1-1520-251-10, TC 1-251 and TM 55-1500-342-23 .

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NOTE: Army aircraft weight and balance classifications are:

Class 1: Aircraft are those whose weight or center-of-gravity (CG) limits can sometimes be exceeded by loading arrangements normally used in tactical operations. Therefore, limited control is needed.

Class 2: Aircraft are those whose weight or center-of-gravity (CG) limits can readily be exceeded by loading arrangements normally used in tactical operations or aircraft designated primarily for transportation of troops and other passengers. Therefore, a high degree of loading control is needed. Also, all aircraft whose weight and balance class is not stated in the operator’s manual will be considered class 2.

The AH-64D is a Class 2 aircraft. CG limits can readily be exceeded.

1. Compute the takeoff gross weight (GW) and center of gravity (CG).

a. Obtain basic weight and moments from aircraft records.

b. Use the information from Chapter 6, TM 1-1520-251-10 to compute takeoff GW and CG.

2. Compute the estimated landing GW and CG.

a. Subtract expendables from takeoff GW.

b. Use information from Chapter 6, TM 1-1520-251-10 to compute landing GW and CG.

3. Enter Limitations information.

a. Use the information from DA Form 5701-64-R to obtain maximum takeoff and landing GW limitations. b. Use the information from Chapter 6, TM 1-1520-251-10 to obtain CG limitations. 4. Responsibilities of aircraft Pilot-in-Command (PC)

a. The accuracy of computations on the DD Form 365-4 (Weight and Balance Clearance Form F-

Transport/Tactical). b. 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 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.

NOTE: All DD Form 365-4 will be checked for accuracy at least every 90 days and new forms

completed. If no changes are required, they will be re-dated and initialed. In addition, all weight and balance records will, as a minimum, be reviewed every 12 months.

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B. ENABLING LEARNING OBJECTIVE 2

ACTION: Complete the DA 5701-64-R, Performance Planning Card (PPC) CONDITIONS: Given DA 5701-64-R. TM 1-1520-251-10, TC 1-251, the

environmental conditions (for departure, cruise and arrival), gross weight and #1 and #2 engine Torque Factors (ETF)

STANDARDS: IAW TM 1-1520-251-10 and TC 1-251

1. Performance Planning as stated in the AH-64D Aircrew Training Manual.

a. There are three methods of obtaining aircraft performance data.

(1) Condition 1 PERF PAGE. Information found in TM 1-1520-251-10

(2) Condition 2 PPC (DA 5701-64-R). Information found in TM 1-1520-251-10

(3) Condition 3 Electronic PPC Software.

NOTE: Condition 2 is required for the standardization evaluation. All three conditions must be

completed as part of an aviator’s task iteration requirements. Condition 3 is dependent on software and hardware availability and capabilities. A task iteration worksheet listing all conditions separately is not required.

2. CONDITION 1 - PERFORMANCE (PERF) PAGE

a. Displayed on the Performance Page of the aircraft MPD are both dynamic and projected parameters and operating limits.

b. For a better understanding of the dynamic and projected parameters being displayed on the performance page this condition is covered in depth after Condition #3 included in this handout. 3. CONDITION 2 – PPC DA FORM 5701-64-R

a. The DA Form 5701-64-R, performance planning card, is primarily a permission planning aid used to organize planned aircraft performance data.

b. The PPC may also be used in the aircraft in lieu of the PERF page modes.

c. Additionally, the PPC is used to record remarks that may assist in handling certain emergency procedures that may arise during the mission.

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NOTE: Only certain items are completed when using the 5701-64-R for the AH-64D. Some blocks will not be used and will remain empty. Only the information required by TC 1-251 listed as items 1-42 need to be entered.

1. Complete the DEPARTURE section of the PPC.

a. ITEM 1: -- PA 1a) Record forecast DEPARTURE PA. 2a) Record MAXIMUM PA during mission. b. ITEM 2: -- FAT 2a) Record forecast DEPARTURE FAT. 2b) Record MAXIMUM FAT during mission. c. ITEM 3: -- T/O GWT Record the takeoff gross weight. d. ITEM 4 -- LOAD. Record the weight of the external stores during the mission profile that can

be jettisoned to improve aircraft performance margins in the event of an emergency condition. e. ITEM 5 – FUEL MSN. Record fuel weight with reserve at takeoff to complete the mission

(MSN). Note: Crewmembers must consider all flight profiles planed for the mission to determine mission fuel and reserve fuel requirements. Further refinement of fuel for mission can be obtained by interpolating data for fuel flow from various stages of the mission (for example, periods at a hover, or aerial holding at maximum endurance true airspeed (TAS). f. ITEM 6 -- ATF. Record the aircraft torque factor. The ATF represents a ratio of individual

aircraft torque available to specification torque at a reference temperature of + 35 degrees Celsius (C). The ATF, the average of the two ETFs, is allowed to range from 0.9 to 1.0.)

g. ITEM 7 -- ETF. Record the individual engine torque factors. (The ETF represents a ratio of

individual engine torque available to specification torque at a reference temperature of + 35 degrees Celsius. The ETF is allowed to range from 0.85 to 1.0. ETFs are located on the engine HIT log in the aircraft logbook for each engine.

h. ITEM 8 -- TR. Torque ratio (TR) is used to compute the actual single/dual engine maximum torque available with ETFs other than 1.0. If the ETFs are 1.0, record 1.0 in TR (block(s) 8). If the ETFs are other than 1.0, compute using the torque factor chart. NOTES: Torque factor chart allows the pilot to determine engine performance when an aircraft is operating below + 35 degrees Celsius with a less than specification (1.0) engine. For engines operating at temperatures above + 35 degrees Celsius, the torque ratio equals the ETF or ATF and performance is not improved. Operating at temperatures below -5 degrees Celsius there is no more improved performance, from the denser air. Each vertical line on the torque ratio chart has a value of .002.

(1) Enter the torque factor chart at the appropriate temperature. Move right to the ETF or ATF.

(2) Move vertical to the bottom of the chart, and note the torque ratio.

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i. ITEM 9 and 10 -- Max torque available (dual/single engine). Note: It is essential to understand that while performance is planned using the maximum torque

available charts, the TGT limiting factor setting cannot be exceeded. Caution 1: During mission planning, crewmembers must be aware that the TGT limiter setting may

prevent the engine from reaching the specification torque calculated from the maximum torque available (either dual or single engine) chart.

Caution 2: Certain temperature and pressure altitude combinations will exceed -10, chapter 5

torque limitations. Items 9 and 10 represent actual maximum torque available. During normal aircraft operations, -10, chapter 5 torque limitations shall not be exceeded.

(1) Maximum torque available (dual engine). The maximum torque available (dual engine) is the maximum torque (power) that both engines are predicted to collectively produce at a specific pressure altitude and temperature. At warmer temperatures (approximately greater than 0 degrees C), the maximum torque available (dual engine) correlates to the top end (864 degrees C) of the 30-minute TGT range for the 701 engine, and to the top end (870 degrees C) of the 30-minute TGT range for the 701C engine. However, TGT limiting may enable a value that is either above or below the chart specification torque/TGT value. (a) At colder temperatures (approximately less than 0 degree C), the maximum torque available dual engine correlates to the maximum torque output of the engine at fuel flow limiting or gas producer turbines speed (NG) limiting conditions as set inside the hydromechanical unit (HMU). Fuel flow or NG limiting can be recognized by power limiting (power turbine speed (NP)/main rotor speed (NR) droop) with no further torque increase possible and TGT at or below limiting values. Correlation of these indications with outside air temperature (OAT) will identify the possible limiting factor. (b) Using the maximum pressure altitude (PA) (item 1b) and maximum temperature (item 2b) that will be encountered during the mission and the maximum torque available 30- minute limit chart, compute maximum torque available and record the value in the maximum torque available (dual engine) (block 9). Note 1: If the ATF is 1.0, enter the torque derived in the maximum torque available (dual engine), block 9. Note 2: If the ATF is less than 1.0, multiply the specification torque by the torque ratio (dual engine) (item 8) to determine actual torque available, and enter that value in block 9, or use torque conversion chart. Note 3: It is important to note that, once limiting is occurring with both engines, one engine may produce more than this value while the other engine is producing less. The average of the two numbers (based on ETFs) is supplied in this item. (2) Maximum torque available (single engine). The maximum torque available (single engine) is the maximum torque (power) that ENG 1 and 2 are predicted to individually produce at a specific pressure altitude and temperature. The maximum torque available (single engine) correlates to the top end (919 degrees C) of the 2.5-minute TGT range for the 701 engine, and to the top end (896 degrees C) of the 2.5-minute TGT range for the 701C engine. However, TGT limiting may enable a value that is either above or below the chart specification torque/TGT value.

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(a) At colder temperatures (approximately less than 0 degrees C), the maximum torque available (single engine) correlates to the maximum torque output of the engine at fuel flow limiting or NG limiting conditions as set inside the HMU. Fuel flow or NG limiting can be recognized by power limiting (NP/NR droop) with no further torque increase possible and TGT at or below limiting values. Correlation of these indications with OAT will identify the possible limiting factor. (b) Using the maximum PA (item 1b) and maximum temperature (item 2b) that will be encountered during the mission and the single engine maximum torque available 2.5-minute limit chart, compute the maximum single engine torque available as shown in item 9(1), and record the value in the maximum torque available (single engine) (block 10). Note: If the ETF is different for each engine, compute maximum torque available (single engine) for each engine using the torque ratio derived from the respective engine’s ETF. Do not use the ATF.

j. ITEM 11 and 12 -- MAX ALLOWABLE GWT (OGE/IGE). The maximum allowable GWT (OGE/IGE) represents the maximum gross weight under specific environmental conditions with both engines operating that, using maximum torque available (not to exceed 100 percent), sufficient power is available for OGE or IGE maneuvers. Aircraft with an ATF of 1.0 or maximum torque available (dual engine) equal to or greater than 100 percent (after use of the torque conversion chart or multiplication by the torque ratio) use the hover ceiling chart or the hover chart as described below. Aircraft with an ATF less than 1.0 and a maximum torque available (dual engine) less than 100 percent (after use of the torque conversion chart or multiplication by the torque ratio) use the hover chart as described below. Step 1. Using the maximum PA that will be encountered during the mission, enter the hover chart at the pressure altitude-feet. Move right to the maximum temperature that will be encountered during the mission. Draw a line down to the bottom of the lower grid. Step 2. OGE. Enter the top left grid, torque per engine-percent torque (%Q), at the maximum torque available, (dual engine) (item 9), or the maximum continuous dual engine torque limit (100 percent), whichever is less. Move down to the 80 (OGE) wheel height-foot line, and then move right to intersect the previously drawn line. Record the GWT in maximum allowable GWT (OGE/IGE) (block 11). Step 3. IGE. Enter the top left grid, torque per engine-percent %Q; at the maximum torque available (dual engine) (item 9), or the maximum continuous dual engine torque limit (100 percent), whichever is less. Move down to the 5 (foot) wheel height-foot line, and then move right to intersect the previously drawn line. Record the gross weight in maximum allowable GWT (OGE/IGE) (block 12).

k. ITEM 13 and 14 -- GO/NO-GO TORQUE (OGE/IGE). GO/NO-GO torque represents the power required to hover IGE or OGE at the maximum allowable GWT OGE/IGE. Reference to this during hover power checks is to confirm that the aircraft weight does not exceed the maximum allowable GWT. (1) OGE. Step 1. Using the departure PA, enter the hover chart at pressure altitude-feet. Move right to the departure FAT-degree C line, and move down to the maximum allowable GWT-lb OGE (as determined in item 11).

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Step 2. Move left to the desired wheel height-foot line (normally the 5-foot line). Move up to torque per engine-percent %Q. Record the torque value in GO/NO-GO torque (OGE/IGE) (block 13). Note: This torque correlates to dual engine operation at the lesser of the maximum torque available, (dual engine) (item 9a), or the maximum continuous dual engine torque limit (100 percent) at maximum GWT OGE (80 feet). If calculated at 5 feet, this torque correlates to maximum torque at 80 feet. (2) IGE. Step 1. Using the departure PA, enter the hover chart at pressure altitude-feet. Move right to the departure FAT-degree C line, and move down to the maximum allowable GWT-lb IGE (as determined in item 12). If the value in item 12 exceeds the –10, chapter 5 limitation use 23,000/20,260 lbs, as appropriate for this computation. Step 2. Move left to the desired wheel height-foot line (normally the 5-foot line). Move up to torque per engine-percent %Q. Record the torque value in GO/NO-GO torque (OGE/IGE) (block 14). Note: This torque correlates to dual engine operation at the lesser of the maximum torque available (dual engine) (item 9), or 100 percent, whichever is less, at maximum GWT IGE (5 feet). If maximum allowable GWT (IGE), (item 12) is less than the -10 chapter 5 structural limit (20,260 lbs), this value should equal maximum torque available (dual engine) (item 9).

l. ITEM 15 and 16 -- PREDICTED HOVER TORQUE (OGE/IGE). This value represents the torque required to hover OGE or IGE under specific environmental conditions. (1) OGE. Step 1. Using the departure PA, enter the hover chart at pressure altitude-feet (item 1a). Move right to the departure FAT-degree C line (item 2a), and move down to takeoff GWT (item 3). Step 2. Move left to the 80 (OGE) wheel height-foot line. Move up to torque per engine percent %Q. Record the torque value in predicted hover torque (block 15). (2) IGE. Step 1. Enter the hover chart at departure pressure altitude-feet (item 1a). Move right to the departure FAT-degree C line (item 2a), and move down to takeoff GWT (item 3). Step 2. Move left to the desired wheel height-foot line (normally the 5-foot line). Move up to torque per engine-percent %Q. Record the torque value in predicted hover torque (block 16). Note: A change in GWT of approximately 200 lbs equates to a change in torque of approximately 1 percent.

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2. Cruise data. Note: The cruise charts are predicated on the aircraft’s baseline (primary mission) configuration. When planning for a wing store configuration other than baseline, torque, fuel, and true airspeed corrections, if significant, may be applied to applicable cruise data values. The adjustments based upon the change to baseline configuration are often so negligible that they will go unnoticed by the crew on cockpit-displayed indications. The PC will determine when it is necessary to compute adjustments to baseline configuration figures derived from the cruise charts. The following items in this section will contain the necessary information to obtain this data.

a. ITEM 17 -- PA. Record the maximum PA that will be encountered during the cruise profile portion of the mission.

b. ITEM 18 -- FAT. Record the maximum FAT that will be encountered during the cruise profile portion of the mission.

c. ITEM 19 -- Vne KTAS. Compute and record using the AIRSPEED OPERATING LIMITS

chart. d. ITEM 20 -- TR. Using maximum environmental conditions for the cruise profile portion of the

mission, compute as in Item 8 above. e. ITEM 21 – MAX TORQUE AVAILABLE (Dual Eng). Using maximum environmental

conditions for the cruise profile portion of the mission, compute as in Item 9 above. f. ITEM 22 -- MAX TORQUE AVAILABLE (Single Eng). Using maximum environmental

conditions for the cruise profile portion of the mission, compute as in Item 10 above. g. ITEM 23 – CRUISE SPEED (Dual Eng TAS). Using the applicable CRUISE chart, select a

cruise TAS (based on mission requirements, aircraft GWT and power available). Record the value in CRUISE SPEED, block 23.

h. ITEM 24 – CRUISE TORQUE (Dual Eng). Step 1. Enter the applicable CRUISE chart at the TAS in item 23. Move horizontally to the

appropriate aircraft GW-LB line (item 3). Step 2. Move down to the INDICATED TORQUE PER ENGINE - % to read cruise torque.

Record this value in CRUISE TORQUE, block 24.

NOTE: To determine corrected torque % for other than baseline wing-store configuration, compute %Q. (All cruise charts are based on an 8 Hellfire configuration (inboard). Any other configuration will require a flat plate drag correction to correct torque. Enter the applicable CRUISE chart at the TAS in item 23. Move to the broken D Q red line. Move up to read D Q. Multiply D Q by the multiplying factor based on current configuration found on drag charts. (EX: 5 x .32 = 1.6% change in TQ Required and round up = 2%))

i. ITEM 25 -- CRUISE FUEL FLOW (Dual Engine). Using the applicable cruise chart record the

predicted dual-engine fuel flow. Step 1. Enter the applicable CRUISE chart at the TAS in item 23. Move horizontally to the

appropriate aircraft GW-LB line (item 3). Step 2. Move up to the TOTAL FUEL FLOW-LB/HOUR to read cruise FUEL FLOW. Record

this value in CRUISE FUEL FLOW, block 25.

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NOTE: To determine corrected fuel flow for other than baseline wing store configuration, read up from the corrected cruise torque % (Item 24, Step 4) and record TOTAL FUEL FLOW-LB/HOUR in CRUISE FUEL FLOW, block 25.

j. ITEM 26 – Maximum rate of climb (R/C) OR ENDURANCE TAS. Compute and record.

Using the applicable cruise chart, find where GWT intersects with the MAX R/C or MAX END curved line, draw line left or right to TAS and record block 26.

k. ITEM 27 -- MAX RANGE TAS. Compute and record. Using the applicable cruise chart, find

where GWT intersects with the MAX RANGE curved line, draw line left or right to TAS and record block 27.

NOTE: To determine the airspeed for maximum range for alternative wing stores configuration, reduce the value from the cruise chart by 2 knots for each 5 square feet increase in drag area, F, or increase maximum range airspeed 2 knots for each 5 square feet reduction in drag area. (EX. For 16 Hellfire configuration F = 7.6 square feet. Range airspeed would be reduced by 2/5 or .4 x 7.6 = 3.04 knots, or approx. 3 kts.)

l. ITEM 28 and 29 -- SINGLE ENGINE CAPABILITY TAS (MIN/MAX). Minimum and maximum single engine capability TAS is the minimum/maximum TAS at which the aircraft can maintain level flight with a single engine under specific environmental conditions while operating at maximum torque available (single engine) (item 10) or 2.5-minute torque limit (122 percent), whichever is less. Note 1: Crewmembers must be aware of minimum single engine airspeeds for all departure, cruise, arrival, and low-speed/low-altitude conditions. Note 2: If the ETF is different for each engine, compute single engine capability TAS (minimum/maximum) using maximum torque available (single engine) derived from the lesser of the two ETFs. Do not use the ATF. Step 1. Enter the bottom of the applicable (items 17 and 18) cruise chart at 50 percent of the single engine contingency, 2.5 minute torque limit, or the maximum single engine torque available (item 22), (122%) whichever is less. Move up to the first intersection of indicated torque per engine-percent %Q and the GWT-lb line (item 3). Step 2. Move horizontally to the true airspeed-knots line. Record this value in single engine capability as (minimum/maximum) (block 28). Step 3. Continue up to the second intersection of torque and the GWT-lb line (item 3). Step 4. Move horizontally to the true airspeed-knots line. Record this value in single engine capability as (minimum/maximum) (block 29). Note: If the GWT-lb line is not intercepted, there is insufficient power to maintain level flight with a single engine at the current gross weight. Step 5 (Optional). Subtract the weight in item 4 (this equates to jettisoning the external load) from the aircraft GWT (item 3). Repeat steps 1 and 2 above and record the TAS value in remarks (item 42).

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Note 1: If after jettison, the GWT-lb line is not intercepted, there is insufficient power to maintain level flight with a single engine at the current gross weight. Refer to item 30 for maximum allowable GWT for single engine flight, and note that as fuel is consumed, single engine level flight may be possible. Note 2: A reduction in GWT of approximately 200 lbs equates to a change of approximately 1 knot less minimum single engine airspeed and 1 knot greater maximum single engine airspeed. m. ITEM 30 -- MAX ALLOWABLE GWT (SINGLE-ENG). Maximum allowable GWT (single engine) is the maximum GWT at which the aircraft can maintain level flight with a single engine under specific environmental conditions. Note: If the ETF is different for each engine, compute the maximum allowable GWT (single engine) using maximum torque available (single engine) derived from the lesser of the two ETFs. Do not use the ATF. Step 1. Enter the bottom of the applicable cruise chart at 50 percent of the single engine contingency, 2.5-minute torque limit, or the maximum single engine torque available (item 22), whichever is less. Move up to intersect the maximum R/C or maximum end line. Step 2. Interpolate maximum GWT for single engine flight. Record this value in maximum allowable GWT—single engine (block 30).

n. ITEM 31 -- FUEL MANAGEMENT: Use this space to record the in-flight fuel consumption check, to include fuel burnout and appropriate VFR or IFR reserve. 3. Complete the ARRIVAL section of the PPC.

a ITEM 32 -- PA: Record the forecast PA at the destination at ETA. b. ITEM 33 -- FAT: Record the forecast FAT at the destination at ETA. c. ITEM 34 -- LANDING GWT: Record the estimated landing gross weight. d. ITEM 35 -- TR: Using arrival environmental conditions, compute as described in (8) above. e. ITEM 36 -- MAX TORQUE AVAILABLE (DUAL ENGINE): Using arrival environmental

conditions, compute the maximum torque available as described in item 9. f. ITEM 37 -- MAX TORQUE AVAILABLE (SINGLE ENGINE): Using arrival environmental

conditions, compute the maximum single-engine torque available as described in item 10. g. ITEM 38 and 39 -- MAX ALLOWABLE GWT (OGE/IGE):

(1) OGE: Using arrival environmental conditions, compute the maximum allowable GWT

OGE as described in item 11. (2) IGE: Using arrival environmental conditions, compute the maximum allowable GWT

IGE as described in item 12.

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h. ITEM 40 -- PREDICTED HOVER TORQUE (IGE): Using arrival environmental conditions and landing GWT, compute the torque required to hover IGE as described in (14) above.

i. ITEM 41 -- PREDICTED HOVER TORQUE (OGE): Using arrival environmental conditions and landing gross weight, compute the torque required to hover OGE as described in (13) above. j. ITEM 42: REMARKS: -- Use these areas to record pertinent performance planning remarks. Whenever IGE power is not available or is limited, use this area to record the minimum airspeed/power requirements for conducting rolling takeoff(s) and/or roll-on landing(s) in support of Task 1114 and/or Task 1182. The procedure provides a power (torque percent) margin to avoid, if applicable, TGT, fuel flow, or NG limiting. a. IGE power limited/unavailable takeoff or landing. To determine required torque percent and TAS for IGE power limited/unavailable takeoff or landing, perform the following steps. Step 1. Enter the bottom of the applicable cruise chart at 5 percent below the maximum torque available (dual engine) (item 9), or at the maximum continuous dual engine torque limit (100 percent), whichever is less. Move up to the first intersection of indicated torque per engine-percent %Q and, as applicable, the takeoff or landing GWT-lb line (item 3 or 34). Step 2. From this point, read horizontally to the true airspeed-knots required to conduct a power limited/unavailable rolling takeoff or roll-on landing. Record the torque required and TAS in the remarks section. b. Maximum airspeed with one engine in-op. Record the greater of 67 percent of Vne (Item 19) or maximum R/C airspeed. c. (Optional) Height-velocity single engine failure. At the discretion of the PC, use the remarks section to record height-velocity single engine failure data. Record the minimum/maximum airspeed/altitude combinations using the height-velocity single engine failure chart that most closely approximates the ambient conditions and aircraft GWT. Note: The low-speed area of the cruise charts (below 40 knots) can familiarize crewmembers with the low-speed power requirements of the aircraft. This area shows the power margin available for climb or acceleration during maneuvers, such as NOE flight. At zero airspeed, the torque represents the torque required to hover OGE. During missions involving high aircraft GWT and/or high PA and/or FAT, this area of the cruise chart must be closely reviewed. 4. CONDITION 3 – ELECTRONIC PPC PLANNING METHOD

Current software release provides AH-64D aircrews with automated pre-mission performance planning

independent of the aircraft. The conditions and standards for this task may be achieved solely with the approved software once it is provided to the operator with pre-mission data.

C. ENABLING LEARNING OBJECTIVE 3

ACTION: Identify and Validate Aircraft Performance Page Information CONDITIONS: Given and MPD Performance Page and TM 1-1520-251-10

STANDARDS: IAW TM 1-1520-251-10 and TC 1-251

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WARNING

Do not rely on parameters displayed on the PERF page for flight critical performance information until validation by hover power check.

1. CONDITION 1 - PERFORMANCE (PERF) PAGE

a. The aircraft PERF page displays both dynamic and projected performance parameters and operating limits.

b. With the correct data loaded through the DTC, the CUR PERF MODE page provides dynamic aircraft performance calculations based on current aircraft and environmental conditions.

c. The CUR PERF MODE page is comparable to the PPC departure data section.

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2. The PERF MODE controls the system calculations being accomplished and consists of three modes of operation, Current (CUR), Maximum (MAX), and PLAN. Each mode has page buttons, data fields, and control buttons, some of which are not displayed under certain conditions.

a. CUR Button. The CUR perf mode selection displays current conditions. Performance data displayed in the CUR perf mode reflect the anti--ice on or off condition based on the current state of the anti--ice system.

b. MAX Button. The MAX perf mode selection displays projected performance indications in digital representations according to the input of forecast data by the aircrew through the DTU or Keyboard Unit (KU). Required entries include: forecast PA, forecast FAT, and forecast GWT. May be used for “cruise data”.

c. PLAN Button. The PLAN perf mode selection will provide the same information as MAX perf mode. The PLAN information is loaded from either the DTU or the KU. The DTU is loaded through the AMPS. If the system for automatic input fails, manual input can be accomplished through the PLAN perf mode. May be used for “arrival data”.

(1) CUR PERF mode page status window validation. To perform an initial PERF-page validation,

the PLT/CPG should accomplish the following steps:

(a) Validate aircraft (A/C) WT page and the A/C basic weight and moment values against current DD Form 365-4.

(b) Validate A/C ETF for ENG 1 and 2 values against aircraft health indicator test (HIT)

log. (c) Validate the performance values displayed in the CUR PERF mode page status

windows against the PPC. (d) Verify CUR PERF mode page values against hover power check (when conditions

permit, Task 1107).

Note 1: The PLT or CPG may enable or disable the anti-ice inlet via the DTC prior to flight for the purpose of evaluating PERF page anti-ice ON calculations for PLAN or MAX. Note 2: Lot 7 and previous versions of the PERF page GO-NO/GO out-of-ground effect (OGE) torque calculation is not computed using the identical procedure used with the AH-64D performance planning card. The GO-NO/GO OGE PERF page calculation is the power required to hover OGE (80-foot wheel height) at the maximum GWT for OGE, not the power required to hover at the altitude that the power check is made (normally 5 feet) at maximum gross weight for OGE. In-ground effect (IGE) GO/NO-GO torque values are calculated at a 5-foot hover utilizing maximum GWT IGE. OGE hover capability can be determined from the PERF page by one of the following methods:

� Comparing hover torque OGE to maximum torque (dual engine). � Comparing maximum GWT OGE to current GWT. � Noting the color of hover torque OGE or maximum GWT OGE.

Note 3: Current software will compute and display a maximum GWT of 23,000 pounds (lbs) if environmental conditions permit for both single and dual engine hover exclusive of wing stores configuration.

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Note 4: The dual engine maximum torque status window indicates 30-minute limit 701,10-minute limit 701C engine. Single engine maximum torque status window indicates 2.5-minute limit 701/701C engine. Note 5: The system processor (SP) calculates velocity safe single engine (VSSE) using equations derived from each cruise chart in the operator’s manual. The SP will interpolate between charts and perform limited extrapolation for areas outside the chart. Note 6: Crewmembers should be aware of minimum single engine speeds for all departure, arrival, and low-speed/low-altitude conditions.

• NOTE: The engine page (ETF’s), fuel page (auxiliary fuel tanks), weapon utility load page, weight page, ASE utility chaff load, and the engine anti-ice affects the PERF Page. Vers 9.1 software no longer inventories ASE equipment and therefore will not adjust the weight and moment for installed equipment. Weights and moments for installed ASE will have to be annotated on the 365-4 forms.

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PRACTICAL EXERCISE SHEET DD FORM 5701-64-R Title AH-64D Aircraft Performance Planning

Lesson Number/Title

011-0905 version 0001 / AH-64D Aircraft Performance Planning (AQC FT/FSXXI)

Introduction

Motivator These Practical exercise’s (P. E.) will assist you in understanding the performance planning process.

Terminal Learning Objective

NOTE: The instructor should inform the students of the following Terminal Learning Objective covered by this practical exercise. At the completion of this lesson, you [the student] will:

Action: Complete a DA Form 5701-64-R Conditions: Given a blank DA Form 5701-64-R

Standards: In accordance with (IAW) TM 1-1520-251-10 and TC 1-251.

Safety Requirements

None

Risk Assessment Level

Low

Environmental Considerations

None

Evaluation Students will compare their answers on the P.E. with the answers contained in the student handout.

Instructional Lead-In

These P. E.’s covers the TLO for this lesson and practice on completing a DA Form 5701-64-R. Flight line instructor pilots will evaluate student on his/her knowledge of the performance planning as per the ATM.

Resource Requirements

Instructor Materials: Student Materials: TM 1-1520-251-10 and TC 1-251.

Special Instructions

Procedures

D-23

1. This is a written take home P. E. covering the instruction you received on performance planning.

2. To complete the P. E. record the information on the DA Form 5701-64-R.

3. The instructions on how to complete this P. E. are contained in TC 1-251.

4. Answers to the P.E. are located on pages D-26 and D-27 of the Student Handout.

5. Each individual student will use the following data to complete a DA Form 5701-64-R.

(a) Departure Data (PE#1 701C Engines)

(1) PA: +150ft Max. PA: +1000

(2) FAT: +8C Max. FAT: +10C

(3) Takeoff GWT 16,500lbs (Fire Control Radar (FCR) aircraft, includes 764lbs of jettisonable stores.

(4) Mission duration 1 hour, 30 minutes.

(5) ATF .98: Engine 1 ETF .96; Engine 2 ETF 1.0

(b) Cruise Data

(1) Max. PA during mission: +1000ft

(2) Max FAT during mission: +8C

(3) Cruise speed TAS 110 KTAS

(4) Aircraft configuration two M-261 pods outboard and two M-299 rails inboard.

(c) Arrival Data

(1) PA +150ft

(2) FAT = +8C

(3) Landing GWT 15090lbs

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D-25

D-26

701C PE#1 ANSWER KEY

AH--64 PERFORMANCE PLANNING CARD

DEPARTURE For use of this form, see TC 1-251: the proponent agency is TRADOC

PA FAT TAKEOFF GWT

LOAD

FUEL MSN

DUAL ENG SINGLE ENG

#1 #2

ATF

TR

ETF ETF

TR TR

MAX TORQUE AVAILABLE

MAX ALLOW. GWT (OGE/IGE)

GO/NO-GO TORQUE(OGE/IGE) PREDICTED HOVER TORQUE (OGE/IGE) REMARKS

CRUISE DATA PA FAT Vne Vh

DUAL ENG SINGLE ENG TR TR TR

TAS

MAX ALLOW. GWT-SING ENG SING-ENG CAP TAS (MIN/MAX) MAX RANGE TAS MAX R/C OR ENDURANCE TAS CONT TORQUE AVAILABLE CRUISE FUEL FLOW CRUISE TORQUE CRUISE SPEED MAX TORQUE AVAILABLE

DA FORM 5701-64-R, SEP 2004 PAGE 1 OF 2 SINGLE-ENG MAX R/C IAS (MAX GWT)

150 / 1000 +8 / +10 16500 764

1786 .98 .96 1.0

.991 .982 1.0 121

119% 127% 130%18800 / 21900 79% / 88%

82% / 66%

1000 +8 188T

.991 .982 1.0

120% 128 131110

60% (+1)940

72 (44% 790lb) (-1K) 121 (68% 1020lb)

32 111 20900

67% of VNE 125KTAS Avoid 35’ to 135’ 0-6 KTAS ∆Q .32 × 4= 1.28 (+1%) ∆F .4 × 3.2= 1.28 (-1K)

Jettison @ T/O 16500-764= 15736

SEA 29T / 114T

Arrival SEA 23T / 115T

21900

122%

D-27

701C PE#1 ANSWER KEY

FUEL MANAGEMENT

ARRIVALPA FAT LANDING GWT

FUEL/TIME START___________/_________ STOP____________/_________

BURNOUT_________________Z RESERVE_________________Z CONSUMP RATE________LB PERHR

DUAL ENG SINGLE ENG

#1 #2

TR TR TR

MAX TORQUE AVAILABLE

MAX ALLOW GWT OGE/IGE

PREDICTED HVR TQ (IGE)

PREDICTED HVR TQ (OGE) REMARKS:

DA FORM 5701-64-R, SEP 2004 PAGE 2 OF 2

150 +8 15090

.991 .982 1.0

19000 / 22000 123% 131% 134%

59% 73%

Other Considerations IGE Limited or Not Available OGE Fuel Burn at 16500 is 1175

125%

D-28

PE #2 (701 Engines)

1. This is a written take home P. E. covering the instruction you received on weight and balance and performance planning

2. To complete the P. E. record the information on the DD Form 365-4 and DA Form 5701-64-R.

3. The instructions on how to complete this P. E. are contained in TC 1-251.

4. Answers to the P.E. are located on D-33 through D-35 of the Student Handout.

5. Each individual student will use the following data to complete a DD Form 365-4 and DA Form 5701-64-R.

(a) Weight/Balance PE Information

(1) Basic Weight and Moment 12861 (WT) 26726 (MOM)

(2) Pilot WT 200

(3) CPG WT 204

(4) Left Aft Storage Bay 30

(5) Survival Stowage Bay 30

(6) R Flyaway Kit Bay 15

(7) M299 (HF Launchers) 2 (Inboard Pylons)

(8) M261 (RKT Launchers) 2 (Outboard Pylons)

(9) M-789 (HEPD) 30MM 600 Rounds

(10) M151 (PD) (RKT) 20 Rockets

(11) AGM-114K (HF) 4 Missiles

(12) Fuel FWD TK 149 Gallons

(13) Fuel AFT TK 194 Gallons

NOTE: Use PPC (MSN Duration 1.6 Hours) in order to get landing fuel to finish DD Form 365-4 for landing condition.

D-29

PE#2 PPC DATA

(a) Departure Data (701 Engines)

(1) PA: +2000ft Max. PA: +3000

(2) FAT: +35C Max. FAT: +40C

(3) Takeoff GWT (365-4)

(4) Jettison Weight (365-4)

(5) Mission duration 1.6 Hours.

(6) ATF .97: Engine 1 ETF .95; Engine 2 ETF .99

(b) Cruise Data

(1) Max. PA during mission: +4000ft

(2) Max FAT during mission: +30C

(3) Cruise speed TAS 110 KTAS

(4) Aircraft configuration two M-261 pods outboard and two M-299 rails inboard.

(c) Arrival Data

(1) PA +2000ft

(2) FAT = +30C

(3) Landing GWT (365-4)

D-30

D-31

D-32

D-33

PE #2 ANSWER KEY

D-34

701 PE#2 ANSWER KEY

PA

LOAD

FUEL MSN

MAX TORQUE AVAILABLE

MAX ALLOW. GWT (OGE/IGE)

GO/NO-GO TORQUE(OGE/IGE) PREDICTED HOVER TORQUE (OGE/IGE) REMARKS

PA

MAX ALLOW. GWT-SING ENG SING-ENG CAP TAS (MIN/MAX) MAX RANGE TAS MAX R/C OR ENDURANCE TAS CONT TORQUE AVAILABLE CRUISE FUEL FLOW CRUISE TORQUE CRUISE SPEED MAX TORQUE AVAILABLE

SINGLE-ENG MAX R/C IAS (MAX GWT)

AH--64 PERFORMANCE PLANNING CARD

DEPARTURE For use of this form, see TC 1-251: the proponent agency is TRADOC

FAT TAKEOFF GWT DUAL ENG SINGLE ENG

#1 #2

ATF

TR

ETF ETF

TR TR

CRUISE DATA FAT Vne Vh

DUAL ENG SINGLE ENG TR TR TR

TAS

DA FORM 5701-64-R, SEP 2004 PAGE 1 OF 2

2000 / 3000 +35 / +40 17418 1316

1840 .97 .95 .99 .97

.95 .99 87% 84% 94% 98% 99%

15700 / 18300 65% / 81% 95% / 74%

4000 +30 183

.972 .955 .991 89%

92% 97% 101% 102%

110 61% +1930

78 (50% /815lbs) 123 (70%/ 1020lb) -1K

N/A N/A 17000

67% of VNE 122T Avoid 30’ to 240’ 0 to 17K ∆Q 4 × .32= 1.28 (+1%) ∆F .4 × 3.2= 1.28 (-1K)

JETTISON @ T/O 17418 – 1316= 16102 SEA 54T / 95T ARRIVAL SEA 43T / 108T

T/O CONDITIONS NEED TO DROP 1718/BS TO HAVE OGE POWER

D-35

701 PE#2 ANSWER KEY

FUEL MANAGEMENT

ARRIVALPA FAT LANDING GWT

FUEL/TIME START___________/_________ STOP____________/_________

BURNOUT_________________Z RESERVE_________________Z CONSUMP RATE________LB PERHR

DUAL ENG SINGLE ENG

# #

TR TR TR

MAX TORQUE AVAILABLE

MAX ALLOW GWT OGE/IGE

PREDICTED HVR TQ (IGE)

PREDICTED HVR TQ (OGE) REMARKS:

DA FORM 5701-64-R, SEP 2004 PAGE 2 OF 2

2000 +30 15946

.972 .955 .991 98% 95% 103% 107%

17500 / 20650 67%

83%

Other Considerations IGE Limited (84%-5%= 79%) 79% 29T OGE Fuel Burn at 15700 is 1190

D-36

Additional Information

1. Load- The amount of weight that can be jettisoned from the wing pylons. A change in GWT of approximately 200lbs equates to a change in torque of approximately 1%. A reduction in GWT of 200lbs equates to a change of approximately 1 knot less minimum single engine airspeed and 1 knot greater maximum single engine airspeed.

NOTE: You are reducing or increasing your power requirement by reducing or increasing your gross weight.

2. Fuel Msn- The amount of fuel to complete the mission plus reserve (VFR 20 Min, IFR 30 Min).

Engines flat pitch ground 101% fuel burn is 555lbs/hr. APU 175lbs/hr.

3. ATF- (Aircraft Torque Factor) The ratio of individual aircraft torque available to specification torque at reference of +35 C. This is the average of the two ETF’s. The allowable range is .90 to 1.0. When engines come from the factory they produce 100% (specification engine) over time the engine performance will degrade from 100%. This number will be located on the HIT log in the aircraft logbook.

4. ETF- (Engine Torque Factor) The ratio of individual engine torque available to specification

torque at a reference temperature of +35 C. The ETF is allowed to range from .85 to 1.0. This number will be located on the HIT log in the aircraft logbook. When engines come from the factory they produce 100% (specification engine) over time the engine performance will degrade from 100%. So, if one of the engines is .85 the other engine must be .95, so that the average is .90 for the ATF. With an engine ETF of .85 it is producing 85% power compared to a specification engine (100%) before the TR is applied.

5. TR- (Torque Ratio) Used to compute the actual torque on engines less than 1.0 for Dual/Single

engine Max Torque Available (Specification Charts). Temperatures less than +35°C you will receive improved performance from the engines due to colder temperatures (Denser Air). There is improved performance until -5°C, below -5°C there is no improved performance due to colder temperatures. When the temperature is +35°C and above the ATF/ETF will be the same for the TR block.

6. MAX TQ AVAIL(DUAL ENG)- MTA is the maximum torque that both engines are predicted to

collectively produce based on the maximum environmental conditions for the day.

a. The engines will limit because of TGT (above 0°C), Fuel flow/NG (below 0°C). Further collective application above MTA will cause NR/NP droop.

b. TGT limiting occurs from ECU/DEC for TGT (TGT limiter circuit in the ECU/DEC causes

the HMU to limit fuel to the engine) and HMU for fuel flow/Ng. The ECU incorporates a steady state dual and single TGT limiting function which restricts fuel flow within the HMU to prevent engine over temperature. The limiting function has an inherent +/-- 4° C variance factor in the ECU/DEC. In addition to the limiter variance, the resistance in the cabling and circuitry between the ECU and the SP, DP, and MPD ENG page is enough to produce a +/--8° C variance factor. Which may cause the engines to limit before or after the specification torque calculated from the MAX TQ AVAIL (Dual or single engine) chart.

c. This number (MTA) equals the top of the 30 min limit (TGT) for dual engine (864 (701)

and 870 (701C)). Top of the 2.5 min limit for single engine (919 (701) and 896 (701C)) above 0°C.

D-37

d. When operating at high power settings, ensure anti--ice is in the manual mode. Failure of the anti--ice/detector during high power settings could result in severe NP/NR droop. With ENG INLET ANTI-ICE system ON, available torque is reduced by as much as 16.8% for 30-minute operation and 11.0% for 2.5-minute operation for 701 engines and Maximum torque available 30-minute limit could be reduced by as much as 20.4% for 701C.

e. When operating near the dual engine TGT limiter setting, a gust of wind from aircraft’s

rear or left, or an activation of the engine anti--ice could result in a reduction of available engine power.

f. If MTA is more than 100% dual engine or 110% single engine, then the aircraft is

structurally limited. The engines are capable of producing the power, but components in the transmission (main module for DE torque and input modules for SE torque) are incapable of sustaining these torque loads continuously without damage. Damage to the transmission and/or nose gearboxes could occur exceeding the torque limits stated in Chapter 5.

g. If MTA is 100% (dual engine) or less and 110% (single engine) or less the aircraft is

environmentally limited.

h. NOTE: If an aircraft has different ETF’s, you could see a torque split between the two engines. The engine with the lesser ETF will experience TGT limiting prior to the opposite engine. You may still increase the collective without NP/NR droop, until the opposite engine reaches its TGT limit. Any further increase in collective application will result in NP/NR droop.

7. MTA (Single Engine)- The maximum torque that ENG 1 or ENG2 are predicted to produce

based on the environmental conditions for the day. All the above applies.

8. Max Allowable GWT(OGE/IGE)- This is the maximum weight the aircraft can hover OGE/IGE based on maximum environmental conditions for the day not to exceed maximum torque available of 100%.

9. GO/NO-GO TQ (OGE/IGE)- Both numbers are derived at the 5’ line for OGE/IGE using

departure conditions. These numbers are referenced for the hover power check (5’) to confirm that the aircraft weight does not exceed the maximum allowable GWT. If you exceed the OGE torque you do not have OGE power. (Basically weighing the aircraft) If OGE power is not available you will not perform the following 7 tasks or task elements:

a. TASK 1040, PERFORM VMC TAKEOFF (confined area altitude over airspeed).

b. TASK 1058, PERFORM VMC APPROACH (termination to an OGE hover).

c. TASK 1073, RESPOND TO ENGINE FAILURE, OGE HOVER.

d. TASK 1408, PERFORM TERRAIN FLIGHT (nap of the earth [NOE] flight).

e. TASK 1411, PERFORM TERRAIN FLIGHT DECELERATION.

f. TASK 1410, PERFORM MASKING AND UNMASKING (unmasking at a hover vertically).

g. TASK 1170, PERFORM INSTRUMENT TAKEOFF (from a hover).

D-38

10. Predicted HVR TQ (OGE/IGE)- This value represents the torque required to hover (OGE (80’) / IGE (5’) for the environmental conditions and takeoff gross weight at departure.

NOTE: Anytime the load or environmental conditions increase significantly (1,000 pounds gross weight, 5 degrees C, or 1,000 feet pressure altitude), the crew will perform additional power checks in conjunction with the PERF page data and/or PPC.

11. VNE- The maximum permitted airspeed as a function of environmental conditions and GWT.

This airspeed cannot be obtained in level flight (dive/descent). Exceeding this airspeed may cause the aircraft to encounter the effects of retreating blade stall or aircraft structural damage. At colder temperatures (-10°C and below) you will encounter the effects of compressibility.

12. Cruise A/S, TQ, Fuel, Flow- Cruise A/S you plan to fly. Cruise Torque will allow you to maintain

altitude and airspeed for that gross weight and environmental conditions. (If necessary, see chapter 7 of the -10 for wing store configuration if other than baseline configuration to adjust this torque).

13. Maximum R/C or Endurance (TAS)- When using maximum torque available and R/C airspeed

you will get the best rate of climb for the environmental conditions. Using this airspeed gives you the greatest amount of time aloft for the fuel on board. Take note of the torque setting and fuel burn rate while filling out the DA Form 5701-64-R.

14. Maximum Range (TAS)- This airspeed gives the greatest amount of distance for the fuel you

have on board for the environmental conditions. Take note of the torque setting and fuel burn rate while filling out the DA Form 5701-64-R. (If necessary, see chapter 7 of the -10 for wing store configuration if other than baseline configuration to adjust this airspeed.)

15. Single Engine Capability (TAS)- The minimum and maximum airspeed the aircraft can maintain

level flight single engine. These airspeeds are computed using the lesser of the two ETF’s. At minimum and maximum SEA you will see the top end of the 2.5 minute limit, 919 (701) and 896 (701C), for TGT and maximum torque available single engine. (If this is an environmental limit for TGT) Crewmembers must be aware of minimum single engine airspeeds for all departure, cruise, arrival, and low-speed/low-altitude conditions.

16. MAX ALLOW GWT (SE)- Max GWT (lesser of the two ETF’s) at which the aircraft can maintain

level flight with a single engine under the environmental conditions given. If you go below and above that airspeed you will descend. (Take note of that airspeed)

D-39

17. REMARKS:

a. 67% of VNE- Single engine Vne is the speed beyond which an average pilot will not be capable of regaining main rotor speed (NR) after the loss of the other engine due to excessive blade pitch and low inertial rotor system.

b. Height Velocity- The avoid, shaded, region represents hazardous airspeed and wheel-

height combinations from which a single engine landing would be extremely difficult without some degree of aircraft damage or crewmember injury.

c. IGE Power Limited/Unavailable- This is the A/S and torque setting to be used for a

rolling T/O and Landing. This airspeed represents the minimum airspeed under dual engine conditions at which level flight can be maintained. The torque represents the power required to maintain level flight at this gross weight and airspeed combination. This procedure provides a power margin to avoid TGT, fuel flow, or Ng limiting.

d. Use the cruise charts to determine power requirements at low airspeeds. Be aware of

S.E.A. for all departures, cruise, arrival, and low-speed/low altitude conditions. Bank angles verses torque change:

(1) 15° angle requires a 3.6% increase in torque to maintain altitude/airspeed. (2) 30° angle requires a 15.4% increase in torque to maintain altitude/airspeed. (3) 45° angle requires a 41.4% increase in torque to maintain altitude/airspeed. (4) 60° angle requires a 100% increase in torque to maintain altitude/airspeed.

D-40

D-41