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the helicopter by experienced flight test personnel at
precise conditions using sensitive calibrated
instruments. Regular use of this chapter will allow you to monitor
instruments and other helicopter systems for
b. Derived From Flight Test. Flight test data malfunctions by comparing actual performance with
obtained on a similar rather than the same helicopter planned performance. Knowledge will also be gained
and series. Generally small corrections will have been concerning the effects of variables for which data are
made. not provided thereby increasing the accuracy of
performance predictions.
c. Calculated Data. Data based on tests, but not
on flight test of the complete helicopter.
7-9. DEFINITIONS OF ABBREVIATIONS.
d. Estimated Data. Data based on estimates using
aerodynamics theory or other means but not verified by
flight test. a. Abbreviations and symbols used on the charts in
this chapter are covered in Appendix B and conform to
those established in Military Standard MIL-STD-12,
7-6. SPECIFIC CONDITIONS. which is periodically revised to reflect current changes
in abbreviations usage. Accordingly, it may be noted
The data presented is accurate only for specific that certain previously established definitions have
conditions listed under the title of each chart. Variables been replaced by more current abbreviations and
for which data is not presented, but which may affect symbols.
that phase of performance, are discussed in the text.
Where data is available or reasonable estimates can be
b. For units of measure, the same abbreviation
made, the amount that each variable affects
applies to either the singular or plural form of the unit.
performance will be given.
c. Capitalization and punctuation of abbreviations
7-7. GENERAL CONDITIONS. varies, depending upon the context in which they are
used. In general, lower case abbreviations are used in
In addition to the specified conditions, the following text material, whereas abbreviations used in
general conditions are applicable to the performance illustrations appear in full capital letters. Periods do not
data. usually follow abbreviations; however, periods are used
with abbreviations that could be mistaken for whole
a. Rigging. All airframe and engine controls are words if the period were omitted.
assumed to be rigged within allowable tolerances.
b. Pilot Technique. Normal pilot technique is
assumed. Control movements should be smooth and 7-10. TEMPERATURE CONVERSION.
continuous.
The temperature conversion chart (figure 7-1) is
c . H e l i c o p t e r V a r i a t i o n s . V a r i a t i o n s i n arranged so that degrees Celsius can be converted
performance between individual helicopters are known quickly and easily by reading Celsius and looking
to exist; however, they are considered to be small and directly across the chart for Fahrenheit equivalence and
cannot be individually accounted for. vice versa.
7-2
TM 1-1520-248-10
Figure 7-1. Temperature Conversion Chart
7-3
TM 1-1520-248-10
SECTION II. PERFORMANCE PLANNING
(NOT APPLICABLE)
SECTION III. MAST TORQUE AVAILABLE OH-58D (T703-
AD-700A/250-C30R)
7-11. DESCRIPTION. 7-13. CONDITIONS.
The chart is based on NR, NP 100 percent, and JP-4
The maximum torque available charts (fig. 7-2, sheets fuel, with bleed air heater and anti-ice off. Reduce
1 through 3) show the effects of altitude and torque available 3 percent if bleed air heater is on, 3.5
temperature on mast torque and engine torque. Both percent if anti-ice is on, and 6.5 percent if both systems
pressure altitude and FAT affect engine power are on. No reduction will occur if torque available is
production. The chart shows power available data at 5 transmission limited.
minute, 30 minute, and continuous operation power
NOTE
ratings in terms of the allowable torque as recorded by
the torquemeter (%Q). Note that the power output Fuel grade JP-8/JP-5 will yield the same
capability of the T703-AD-700A (250-C30R) engine can nautical miles per pound as JP-4. Using JP-
exceed the transmission structural limit (100%Q) under 8/JP-5 will only result in increased fuel
certain conditions. All %Q data shown in this chapter is weight
for mast torque.
Prolonged IGE hover may increase engine inlet
temperature as much as 10 °C; therefore, a 10 °C
higher FAT must be used to correct for this condition.
7-12. USE OF CHART.
Primary use of the chart is illustrated by the example.
In general, to determine the maximum torque available,
it is necessary to know the pressure altitude and
temperature.
7-4
TM 1-1520-248-10
Figure 7-2. Maximum Torque Available Chart (5 Minute Operation) (Sheet 1 of 3)
　
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