HOVER
CLEAN CONFIGURATION 100% RPM R ZERO WIND
PRESSURE ALTITUDE ~ 1000 FT
HOVER CLEAN T700(2)
TORQUE PER ENGINE ~ % (OGE)
18
20
16
15
100 95 90
85 80
75 70 65
60 55 50
80 100 120 140 SINGLE ENGINE TORQUE ~ %
DATA BASIS: FLIGHT TEST SA AA2143B
Figure 7-4. Hover -Clean Con.guration (Sheet 2 of 2)
7-10
HOVER
18
20
16
15
14
13
80 100 120 140
DATA BASIS: FLIGHT TEST
AA2144B
SA
Figure 7-5. Hover -High Drag
Section IV CRUISE
7.17 DESCRIPTION.
The cruise charts (Figures 7-6 through 7-28) present torque required and total fuel .ow as a function of airspeed, altitude, temperature, and gross weight at 100% rotor speed. Scales for both true airspeed and indicated airspeed are presented. The baseline aircraft con.guration for these charts was the 9clean and high drag9 con.guration as de-.ned in Section I. Each cruise chart also presents the change in torque (
TRQ) required for 10 sq. ft. of addi-tional .at plate drag with a dashed line on a separate scale. This line is utilized to correct torque required for external loads as discussed in Section VI DRAG. Maximum level .ight airspeed (Vh) is obtained at the intersection of gross weight arc and torque available -30 minutes or the trans-mission torque limit, whichever is lower. Airspeeds that will produce maximum range, maximum endurance, and maximum rate of climb are also shown. Cruise charts are provided from sea level to 20,000 feet pressure altitude in units of 2,000 feet. Each .gure number represents a differ-ent altitude. The charts provide cruise data for free air tem-peratures from -50° to +60°C, in units of 10°. Charts with FAT’s that exceed the engine ambient temperature limits by more than 10°C are deleted.
7.18 USE OF CHARTS.
The primary uses of the charts are illustrated by the examples of Figure 7-6. To use the charts, it is usually necessary to know the planned pressure altitude, estimated free air temperature, planned cruise speed, TAS, and gross weight. First, select the proper chart on the basis of pres-sure altitude and FAT. Enter the chart at the cruise air-speed, IAS, move horizontal and read TAS, move horizon-tal to the gross weight, move down and read torque required, and then move up and read associated fuel .ow. Maximum performance conditions are determined by enter-ing the chart where the maximum range line or the maxi-mum endurance and rate of climb line intersects the gross weight line; then read airspeed, fuel .ow, and torque re-quired. Normally, sufficient accuracy can be obtained by selecting the chart nearest the planned cruising altitude and FAT or, more conservatively, by selecting the chart with the next higher altitude and FAT. If greater accuracy is required, interpolation between altitudes and/or tempera-tures is permissible. To be conservative, use the gross weight at the beginning of the cruise .ight. For greater accuracy on long .ights, however, it is preferable to deter-mine cruise information for several .ight segments to allow for the decreasing gross weight.
a.
Airspeed. True and indicated airspeeds are presented at opposite sides of each chart. On any chart, indicated airspeed can be directly converted to true airspeed (or vice versa) by reading directly across the chart without regard for the other chart information. The level .ight airspeed calibration for aircraft with wedge mounted pitot static probes (hard points only) was used to convert indicated to true airspeed.
b.
Torque. Since pressure altitude and temperature are .xed for each chart, torque required varies according to gross weight and airspeed. The torque and torque limits shown on these charts are for dual-engine operation. The maximum torque available is presented on each chart as either the transmission torque limit or torque available -30 minute for both ATF-1.0 and 0.9 values. The maximum torque available for aircraft with an ATF value between these shall be interpolated. The continuous torque available values shown represent the minimum torque available for ATF’s of 0.95 or greater. For ATF’s less than 0.95 maxi-mum continuous torque available may be slightly reduced. Higher torque than that represented by these lines may be used if it is available without exceeding the limitations pre-sented in Chapter 5. An increase or decrease in torque re-
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