THE UH-60A/L BLACKHAWK PERFORMANCE PLANNING CARD DA Form 5703-R

Size: px
Start display at page:

Download "THE UH-60A/L BLACKHAWK PERFORMANCE PLANNING CARD DA Form 5703-R"

Transcription

1 THE UH-60A/L BLACKHAWK PERFORMANCE PLANNING CARD DA Form 5703-R VERSION 1.0 November 2003

2 TABLE OF CONTENTS TABLE OF CONTENTS /3 INTRODUCTION DA Form 5703-R DATA DA Form 5703-R COMPUTATIONS SIGNIFICANT CHANGE DA FORM DA Form 5703-R (Front) DEPARTURE Pressure Altitude (ITEM 1) Free Air Temperature (ITEM 2) Aircraft Gross Weight (ITEM 3) Fuel Weight (ITEM 4) Stores Weight (ITEM5) Sling Weight (ITEM 6) Engine Torque Factor (ITEM 7) Aircraft Torque Factor (ITEM 7) Torque Ratio (ITEM 8) Maximum Torque Available (ITEM 9) Maximum Allowable Gross Weight OGE/IGE (ITEM 10) GO/NO GO Torque (ITEM 11) Maximum Hover Height IGE (ITEM 12) Predicted Hover Torque (ITEM 13) Min SE-IAS W/O Stores / W/Stores (ITEM 14) Zero Fuel Weight (ITEM 15) Remarks (ITEM 16) GO/NO GO External Loads CRUISE DATA Pressure Altitude (ITEM 1) Free Air Temperature (ITEM 2) Torque Ratio (ITEM 3) Maximum Torque Available (ITEM 4) Critical Torque (ITEM 5) Duel Engine Min/Max Vh-IAS (ITEM 6) Cruise Speed IAS/TAS (ITEM 7) Cruise/Continuous Torque (ITEMS 8) Cruise Fuel Flow (ITEM 9) Maximum Endurance IAS/Torque (ITEM 10) Maximum Range IAS/Torque (ITEM 10) Maximum Rate of Climb IAS/Torque (ITEM 11) Dual Engine Maximum Allowable Gross Weight (ITEM 12) Dual Engine Optimum IAS at Maximum Allowable Gross Weight (ITEM 12) Single-Engine Data Single Engine Min/Max Vh-IAS (ITEM 13)

3 Single-Engine Cruise Speed IAS/TAS (ITEM 14) Single-Engine Cruise/Continuous Torque (ITEM 15) Single-Engine Cruise Fuel Flow (ITEM 16) MAX ALLOWABLE GWT and OPTIMUM IAS AT MAX ALLOWABLE GWT (singleengine) (ITEM 17) Single-Engine Maximum Altitude MSL (Item 18) Emergency Single-Engine IAS (ITEM 19) Maximum Angle of Bank (ITEM 20) Velocity Never to Exceed (ITEM 21) ARRIVAL DATA UPDATES DA FORM DA Form 5703-R (Back) HIGH DRAG/EXTERNAL LOAD COMPUTATIONS

4 INTRODUCTION The authors would like to extend their gratitude to CW4 Bill Young who gave the original explanations for the UH-60 DA Form 5703-R What The numbers Mean. All explanations referenced in this booklet are for the UH-60A and the UH-60L Item numbers in parenthesis correlate with respective block numbers on the DA Form 5703-R identified in figure 6-5 and 6-6 in TC dated 8 March 1996 (Change 1, dated 15 January 2003). Items listed in this document from TC (Change 1) are verbatim and incorporate both UH-60A/L information and are identified with a ( ). Items listed in this document from TM are verbatim and are identified with a Unless this publication states otherwise, masculine nouns and pronouns do not refer exclusively to men. This booklet contains information in an exercise format and is intended as an aid to understanding the DA Form 5703-R Performance Planning Card, and how to derive the values, what the numbers mean and how to apply that information towards safe and efficient utilization of the aircraft for given mission conditions. Instructions for completing the DA Form 5703-R can be found in TC (Chg-1), the UH-60 Aircrew Training Manual (ATM) Task 1004, the aircraft operator's manual (-10, dated 1 May 2003), and this booklet. AR 95-1, paragraph 5-2, requires crews to familiarize themselves with aircraft performance. Accurate DA Form 5703-R completion and interpretation is critical to safe and successful mission accomplishment. Regular use of this information will enable the aircrew to achieve maximum safe utilization of the helicopter and provide a basis for a sound foundation in performance planning. Failure to complete a DA Form 5703-R would be found as a contributing or non-contributing factor in any incident or accident investigation where a power management was in question. 4

5 DA Form 5703-R DATA The purpose of the new DA Form 5703-R and is to give the pilots a dynamic tool to enhance the mission accomplishment in determining the maximum aircraft performance for any given mission scenario. The data presented in the performance charts are primarily derived for a clean UH-60A/L helicopter and are based on US Army test data. The clean configuration assumes all doors and windows are closed and include the following external configurations: Fixed provisions for the External Stores Support System (ESSS). Main and tail rotor deice system. Mounting brackets for infrared (IR) jammer and chaff dispenser. Hover Infrared Suppressor System (HIRSS) with baffles installed. Includes wire strike protection system (WSPS). The data presented in high drag charts are primarily derived for a UH-60A/L with ESSS system installed and the two 230-gallon tanks mounted on the outboard pylons, and are based on US Army test data. The high drag configuration assumes all doors and windows are closed and include the following external configurations: ESSS installed. Two 230-gallon tanks mounted on the outboard pylons. Inboard vertical pylons empty. IR jammer and chaff dispenser installed. HIRSS with baffles installed. Main and tail rotor deice and wire strike protection systems installed. Drag considerations will be discussed briefly in this booklet where appropriate. Drag corrections can be made for either a clean configuration aircraft, or for a High Drag configuration aircraft. DA Form 5703-R COMPUTATIONS Of first concern to the aviator is the question of when a DA Form 5703-R must be completed. According to the ATM, the aviator will determine and have available aircraft performance data necessary to complete the mission. The DA Form R is used as an aid in organizing this information, or to handle emergency procedures that may arise during the mission. In accordance with the ATM ( ), the DA Form 5703-R must be used during RL progression, annual Aircrew Training Program (ATP) evaluations, and when required during other training and evaluations. Additionally, when the planned or actual gross weight for departure and/or arrival is within 3,000 pounds maximum allowable gross weight OGE or when the planned or actual gross weight is within 3,000 pounds of the maximum 5

6 allowable gross weight for cruise (See Figure 28 for computation, Cruise Section). To determine if the DA Form 5703-R must be completed, perform the following procedures: Step 1: DEPARTURE - Compare the maximum allowable gross weight for departure from either the -CL tabular data or appropriate -10 HOVER chart with the planned or actual aircraft gross weight. Step 2: CRUISE Compare the maximum allowable gross weight for cruise from the appropriate -10 CRUISE chart with the planned or actual aircraft gross weight. NOTE If you were planning to takeoff and depart from low-pressure altitudes, yet cruise at very high altitudes, maximum allowable gross weight for cruise could be the determining factor. For instance, looking at the Tabular data for a Clean Configuration, a.90 ATF UH-60A departing at Sea Level and 20 C will have a Maximum allowable gross weight OGE of 21,000 pounds. This means that if the aircraft weighs more than 18,000 pounds, a DA Form 5703-R will be required. But, since this pilot is planning on cruising at Maximum Range airspeed at his planned cruise of 10,000 feet with a forecast temperature of 0 C, the cruise chart reveals that the Maximum allowable gross weight at the cruise conditions is 20,100 pounds. In this example, a DA Form 5703-R is required anytime the planned gross weight is more than 17,100 pounds. NOTE 1: If the dual-engine maximum torque available exceeds a torque limit, use the tabular data equal to the torque limit, or enter the CRUISE chart at the torque limit line. NOTE 2: If the maximum torque available line used on a CRUISE chart is to the right of the -10, Chapter 5 maximum gross weight limitation line, use the maximum gross weight limit line. SIGNIFICANT CHANGE COMPUTATIONS Step 3: ARRIVAL - Compare the maximum allowable gross weight for arrival from either the -CL tabular data or appropriate -10 HOVER chart with the planned or actual aircraft gross weight. b. When a significant change in the mission's conditions occurs, recompute all affected values. A significant change is defined as any one of the following: 6

7 (1) An increase of over 10 degrees C, 2,000 feet PA, and/or 1,000 pounds gross weight. (2) An increase or decrease of an ETF by 0.03 or more. NOTE: An increase or decrease of.03 ETF, normally caused by inaccurate information or a change in aircraft, can significantly enhance or degrade single engine performance under certain conditions. Therefore, when the ETF is different from the planned value, an update of all affected values is required. c. The data presented in the performance charts in the -10 are primarily derived for either a "clean" or "high drag" aircraft. When the external equipment or configuration differs significantly from the "clean" or "high drag" configuration, drag compensation will be made. This configuration is referred to as the "alternative or external load" configuration and the appropriate drag compensation is described. d. The procedures for determining performance-planning data are the same for the UH-60A/L, UH-60Q/HH-60L and EH-60A aircraft unless specifically noted in the appropriate items. The figures below show the numerical sequence of each task item for completing DA Form DA Form 5703-R (front and back) IAW Task 1004 and the USAAVNC UH- 60 Performance Planning Student Handout (dated Jan 2003). NOTE: Maximum pressure altitude and temperature will be used when computing all items in the departure section except item 13. Item 13 (See below DA Form 5703-R example) will be computed using forecast temperature and PA at time of departure. Use of the AMCOM approved Performance Planning Software is authorized. It is important to remember that the knowledge of how to complete the DA Form 5703-R using the 10/Tabular Data is a perishable and necessary skill. e. DEPARTURE. (Figure 1, below) shows the numerical sequence of each task item for completing DA Form 5703-R (front). 7

8 DA FORM DA Form 5703-R (Front) Figure 1 8

9 DEPARTURE PRESSURE ALTITUDE (PA)- Is the height measured above the inches of mercury pressure level (standard datum plane). It is used to correlate aerodynamic and engine performance in the non-standard atmosphere. The higher the pressure altitude is above standard, the lower the aircraft performance becomes due to thinner air density. Enter the maximum and current pressure altitude. Technique: To derive the Pressure Altitude in the aircraft, dial in on the Barometric Altimeter Kollsman Window and read the dial indicator. This will tell you the PA. ( ) (1) PA- Record forecast maximum pressure altitude for the mission and pressure altitude for time of departure. ( ) (1) Record forecast +2,500 maximum pressure altitude for the mission. (Figure 2) ( ) (1) +1,500 current pressure altitude for departure. (Figure 2) FREE AIR TEMPERATURE (FAT)- Enter the maximum and current FAT. ( ) (2) FAT- Record forecast maximum free air temperature for the mission and free air temperature for time of departure. ( ) (2) Record forecast +25 C maximum temperature for the mission. (Figure 2) ( ) (2) +20 C current temperature for departure. (Figure 2) AIRCRAFT GROSS WEIGHT-Is defined as the weight of the aircraft at takeoff and is the sum of operating weight, usable fuel weight, payload items required to perform the particular defined mission, and other items to be expended during flight. This includes the aircraft basic weight, internal load, total fuel, and when applicable, ESSS stores (exclude sling load). Obtain this value from the DD Form (Weight and Balance Clearance Form F) or by the Pilot-In-Command estimating this weight. For example: a 365-4, Chart F for 4 Crewmembers and 11 passengers is one of the completed weight and balance forms in the aircraft logbook. The first serial you have 8 passengers, 9 passengers on the second serial. The completed Chart F with 4 Crewmembers and 11 passengers remained within CG limits. Therefore, your planned passenger load for the first and second serials will remain within CG limits too. 9

10 ( ) (3) AIRCRAFT GROSS WEIGHT. Record 14, 000 pounds planned aircraft gross weight at takeoff. This includes the aircraft basic weight, internal load, total fuel. (Figure 2) FUEL WEIGHT- The estimated weight of the fuel the crew will have onboard at takeoff. ( ) (4) FUEL WEIGHT. Record total planned fuel weight (internal and/or external) 2,200 pounds of fuel at takeoff. (Figure 2) Items (5) and (6) are completed when applicable ( ) (5) STORES WEIGHT. Record the planned jettisonable weight of the ESSS stores (if installed). ( ) (6) SLING WEIGHT. Record the planned weight of the sling load (if required for the mission). 14,000 2,500 1, ,200 Figure 2 The maximum pressure altitude and maximum temperature forecasted during the mission are used to determine torque ratios, maximum torque available, maximum gross weight, and go/no-go torque values. Predicted hover torque is computed using current takeoff conditions. ( ) (7) ATF/ETF. Record the ATF and ETFs in the appropriate blocks. ENGINE TORQUE FACTOR (ETF)- Defined as the ratio of individual engine torque available as compared to a specification engine at a reference temperature of 35 C. The ETF range is from.85 to 1.0. A 1.0 value means that the engine(s) will perform to, or exceed, a specified (specification) performance level (power) as defined in the Army's UH-60 development contract with General Electric (developer of T-700 engines). As with any engine, as operating times increase; performance 10

11 levels will decrease due to wear and tear. The ETF indicates how far that below specification the engine performance will be, For example, an ETF of.85 would perform 85 percent as well as a specification engine. The ATF and ETF values for an individual aircraft can be found on each engine Health Indicator Test (HIT) log in the logbook. AIRCRAFT TORQUE FACTOR (ATF)- Defined as the ratio of aircraft power available as compared to specification engines at a reference temperature of 35 C. The ATF is the average of the ETF s of both engines and this value is allowed to range from.90 to 1.0. A.85 ETF engine would require a minimum of a.95 ETF on the second engine to provide a minimum required.90 aircraft torque factor (ATF). An aircraft with a 1.0 ATF is ideal, as it provides more power than a lower ATF aircraft. Although the ATF is an average of the ETF s, the proper name is Aircraft Torque Factor, not Average Torque Factor. ( ) (8) TR. Use the aircraft TORQUE FACTOR chart to compute torque ratios as described below. TORQUE RATIO (TR)- This figure provides an accurate indication of available power by incorporating ambient temperature effects on engine performance. Simply stated, the TR allows the pilot to correct a non-specification engine (less than 1.0 ETF) for less than reference temperature (35 C). For temperatures below 35 C, a non-specification engine will be corrected. The colder the temperature goes below 35 C, the denser the air becomes and the more efficient the engines becomes to a point. Use the same TR value for temperatures less than -5 C. At this temperature, Ng limiting has a significant effect on power available due to a significant increase in air density, and corresponding engine efficiency. Figure 7-2 provides a chart to determine TR. The TR will not change for a specification engine since a 1.0 engine already meets required design performance. Intuitively, however, the performance would actually increase on days less than 35 C, even for a 1.0 engine, but performance planning charts do not allow us to determine this value. Additionally, the TR will not change for temperatures of 35 C or above, since the ATF/ETFs are based on this temperature anyway. In these cases, the TR will equal the ETF/ATF. For temperatures less than 5 degrees C use the -10, Para below. Para and Para 7A.10.2 Torque Factor Procedure. The use of the ATF or ETF to obtain the TR from Figure 7-2(7A-2) for ambient temperatures between -5 C (21 F) and 35 C (95 F) is shown by the example. The ATF and ETF values for an individual aircraft are in the engine HIT Log. Use the -5 C (21 F) TR value for temperatures less than -5 C (21 F). The TR equals the ATF or ETF for temperatures of 35 C (95 F) and above. For these cases, and for an ATF or ETF value of 1.0, Figure 7-2 does not to be used. 11

12 Step 1: Enter the appropriate aircraft TORQUE FACTOR chart on the left at the appropriate temperature. Move right to the ATF or ETF. The ATF Torque Ratio is not the average of the two ETF Torque Ratios. It must be computed separately IAW TC (Task 1004). Step 2: Move straight down to the bottom of the chart, note the TR~ The chart below is used to determine Torque Ratios and gives examples on how to derive the values. ATF:.95 ETF:.90 ETF: 1.0 TR:.956 TR:.910 TR: 1.0 Enter at Maximum FAT Move across to Torque Factor Move down to read Torque Ratio ( ) 2 = Averaging is not the ATM way to do this. Use the chart Figure The chart below is used to determine Torque Ratios for the 701C and gives examples on how to derive the values. 12

13 .954 Figure 7A-2 TO OBTAIN TORQUE RATIO: 1. ENTER TORQUE FACTOR CHART AT KNOWN FAT 2. MOVE RIGHT TO THE ATF VALUE Figure 4 The continuation of how to complete the T701C 5703-R is detailed below (See Figure 14-17) 3. MOVE DOWN, READ TORQUE RATIO =

14 The following is an example of a completed DA Form 5703-R ETF/ATF and Torque Ratios section (T700). 14,000 2,500 1, , Figure 5 MAX TORQUE AVAIL(UH-60A) - This torque value represents the maximum torque available at zero airspeed and 100% RPM R for the operational range of PA and temperature. This torque value may or may not be continuous due to Chapter 5 limitations. The actual maximum torque available figure will be annotated on the DA Form 5703-R, regardless of whether it is above continuous transmission (XMSN) torque limits. If applicable, the aviator is responsible for ensuring that Chapter 5 transient limits are applied when using MTA. Based on flight test data, the MAX TORQUE AVAILABLE chart in the operator's manual reflects the maximum torque the engines can produce without exceeding the maximum of any of three 30-minute engine operating limitations (1) TGT 850 C, (T700), TGT 851 C, (T701C), (2) Ng 102%, or (3) Eng Oil Temp 150 C. MAX TORQUE AVAILABLE is limited by the HMU through TGT limiting, or Ng limiting. A TGT limiter circuit within the ECU causes the HMU to limit fuel to the engine when TGT reaches the 30 min TGT limit. Refer to your respective MAX TORQUE AVAILABLE charts, TGT limiting would probably occur in the regions where the max torque lines slant up and left as temperature increases. TGT limiting is usually what will limit MAX TORQUE AVAILABLE for the PA and temperature combinations where most Army aviators operate. Ng limiting limits fuel flow (via Ng governing or max fuel flow) to control the rotational speed of the compressor/gas generator turbine rotors (actual limiting speeds depends on T-2 (Turbine Inlet Temperature)), keep in mind TGT limiting may precede Ng limiting depending on TGT. As a rule, more Ng is allowed in warmer weather, less Ng is allowed in cold weather. When Ng speeds reach approximately 102%, the HMU also limits fuel to the Ng section through Ng governing/max fuel flow. Do not confuse this function with Ng shutdown, which shuts down the engine reaches Ng speeds of 110 ± 2 %. Because the speed at which Ng limiting occurs changes based upon the temperature, it would be difficult for the aircrew to determine if Ng limiting has been reached. If MAX TORQUE AVAILABLE is reached and/or rotor droop (decreasing RPM R) without reaching the TGT limiter range the aircraft is probably in Ng limiting. Refer to your respective MAX TORQUE AVAILABLE charts, Ng limiting 14

15 would likely occur in the regions where the max torque lines slant down and left as temperature decreases. As shown on the MAX TORQUE AVAILABLE chart, even though colder and denser air improves engine performance, the MAX TORQUE AVAILABLE eventually begins to decrease, rather than increase because critical mach speed decreases with colder air. Ng speed is limited to prevent airflow through the engine from reaching mach. Although the axial compressor blades themselves are operating above mach speeds, the airflow through the engine must remain sub-sonic. Mach airflow through the engine would cause engine roughness, engine surge and/or compressor stall. For the UH-60A with T700 engines, if MAX TORQUE AVAILABLE is more than 100% torque dual-engine, or 110% single-engine(t700) the aircraft is said to be structurally limited. The engines are capable of producing the power, but components in the XMSN are incapable of sustaining these torque loads continuously without damage. Figure 6 shows the MAX TORQUE AVAILABLE each XMSN component can receive continuously without damage. Concerning dual-engine operation, the input modules could individually accept more than 100% torque continuously (up to 110% actually), but this would generate more than 200% combined torque to the main module if operating dual-engine. The main module cannot accept these torque loads continuously. Therefore, main module capability limits dual-engine MAX TORQUE AVALILABLE. Concerning single-engine operation, the main module can take up to 200% torque continuously, but the smaller gears in each individual input module cannot. Therefore, the input module is limited because of structural integrity and will limit single-engine MAX TORQUE AVAILABLE. In a structurally limited aircraft (MAX TORQUE AVAILABLE greater than 100% torque dual-engine/110% torque single-engine, attempting to operate continuously above the allowable torque value in chapter 5 will result in structural damage to the transmission. Refer to chapter 5 of the -10 for current transient limitations. If MAX TORQUE AVAILABLE is below dual-engine or single-engine torque the aircraft is said to be environmentally limited. Due to environmental conditions, the engines are incapable of producing specification power and XMSN torque limits will not be reached. In an environmentally limited aircraft, attempting to demand more torque than Max 15 Figure 6 Figure 7

16 Torque Available, will result in rotor droop. For the UH-60A the pilot will need to limit operation of an environmentally limited aircraft to 30 minutes to prevent the engines from operating longer than the three 30 minute engine limits. It is important to understand what the aircrew will observe in the cockpit when MAX TORQUE AVAILABLE is needed. One scenario would be an aircraft with identical ETF s, resulting in identical MAX TORQUE AVAILABLE values for both dual and single engine. See Figure 8. When MAX TORQUE AVAIL- ABLE is demanded the aircrew would observe 98% torque on both the #1 and #2 engine torque gauges, with the respective TGT for each engine at the TGT. Torque from both engines would rise evenly (torque matching) TGT limiting would prevent the pilot from receiving Figure 8 more torque. Attempting to do so would result in rotor droop. See PDU indications in Figure 7. A second and more common scenario is an aircraft with different ETFs, resulting in different MAX TORQUE AVAILABLE values for each engine. See Figure 9 below. When MAX TORQUE AVAILABLE is demanded in this situation, the aircrew would not see 98% on the torque gauges, as this is only an averaged number between both engines. As the aviator demands power, torque on both engines would rise evenly to 92%. At this time, the #1 engine would reach its TGT limiter and would remain at 92% torque. A/C GW, PA, FAT omitted for discussion purposes A/C GW, PA, FAT omitted for discussion purposes If the aviator continues to demand more power, the stronger 1.0 engine would produce up to 104% before reaching its TGT limiter. Thus, the aircrew would observe 92% and 104% torque respectively, with TGT on both engines at TGT limiting. See PDU indications in Figure 10 below. Attempting to demand more power in this case would result in rotor droop. Figure 9 16

17 Figure 10 A demand for maximum power from engines with different engine torque factors (ETF) will cause a torque split when the low ETF engine reaches TGT limiting. This torque split is normal. Under these circumstances, the high power engine may exceed the dual engine limit. (Example: #1 TRQ = 96% at TGT limiting, #2 TRQ is allowed to go up to 104%. Total helicopter torque = 96% + 104%)/2 = 100%). The aviator will notice that with unequal ETFs, a torque split may result when power demanded exceeds that of the weakest engine. Although this is a dual-engine situation and the #2 engine is above 100% continuous, as long as the average torque between both engines is at or below 100% (98% in Figure 9) there would be no transient limitation for this dual-engine power setting. In figure 11, TGT is in the 30-minute range (-10 chapter 5). This scenario does not exceed the continuous combined torque limit, dual-engine, for the main module. Figure 11 MAX TORQUE AVAIL(UH-60L) The explanation of what Max Torque Available means is fundamentally the same between the two airframes. However, the difference is that the Maximum Torque available is based on the 10-minute TGT range of C and the values are derived in Chapter 7A on page 7A-11. The TGT Limiting values for the UH-60L are C 10 min, or C 2.5 min OEI (One Engine Inoperative). TGT limiting would prevent the pilot from receiving more torque on this airframe as well as the UH-60A given the right ambient conditions. Note that the torque limits are significantly different than on the T700 engine. On the T701C, Dual Engine Torque Limits (12-second) above 80 knots are %, % below 80 knots, while the continuous Torque Limits are above 80 knots, 0-100% and below 80 knots, 0-120%. For Single Engine Operation on the T701C the 12-second torque limits are %, while the continuous torque limits are 0-135%. Note that engine bleed air is used to pressurize the external range fuel system (ERFS), however, the bleed air loss is not significant enough to require MAX TORQUE AVAILABLE adjustments. Note also that cruise and hover power torque remain unaffected when bleed air is utilized. The reduction in torque is lost from MAX TORQUE AVAILABLE. For both the UH-60A and the UH-60L, understand also that the 16% or 18% torque reduction is a maximum value, which would result from the operation of 17

18 both engine anti-ice and engine inlet anti-ice. Engine anti-ice uses 5th stage bleed air to heat engine swirl vanes, nose splitters, and inlet guide vanes. However, depending on the ambient air temperature, the engine inlet anti-ice valve may or may not open. With the temperature of +4 C or below, the engine inlet anti-ice modulating valve should open and additional bleed air will travel to the engine inlet section to warm the inlet to a minimum of 93 C. At temperatures of +4 C to +13 C, the engine inlet anti-ice modulating valve may or may not open. At a temperatures above +13 C, the engine inlet anti-ice modulating valve should not open. T700 With engine bleed air turned on, MAX TORQUE AVAILABLE is adjusted as follows: a. Engine Anti-Ice On % b. Cockpit Heater On % c. No IR suppressors, or suppressors w/o baffles...+1% T701C With engine bleed air turned on, MAX TORQUE AVAILABLE is adjusted as follows: a. Engine Anti-Ice On % b. Cockpit Heater On % c. No IR suppressors, or suppressors w/o baffles...+1% If conditions are such that the engine inlet anti-ice valve remains closed, engine bleed air demand will be less due to engine anti-icing only, and the aircrew will probably not lose a full 16%/18% from MAX TORQUE AVAILABLE. This can be observed during the engine HIT check by watching the difference in TGT rise when engine inlet anti-ice is on, as compared to when it is off. TGT will be higher when the engine inlets are heated, which results in reaching TGT limiting at a lower MTA. Regardless of whether engine inlet anti-icing is in operation or not, a 16%/18% torque reduction will be used for flight planning purposes. ( ) (9) MAX TORQUE AVAILABLE. Use the appropriate MAXIMUM TORQUE AVAILABLE chart to compute engine specification torque available as described below. ( ) NOTE 1: The maximum torque available is also referred to as intermediate rated power (IRP) Max 10 or 30-minute limit (Dual Engine) in the 5703-R computer program. ( ) NOTE 2: Certain temperature and pressure altitude combinations will exceed -10, Chapter 5 torque limitations. This item represents actual maximum torque 18

19 available values. During aircraft operations, -10, Chapter 5 torque limitations shall not be exceeded. (a) T700-GE-700 engines. ( ) Step 1: Enter the MAXIMUM TORQUE AVAILABLE chart at the appropriate temperature then move right to the appropriate PRESSURE ALTITUDE ~ 1000 FT. ( ) Step 2: Move down and read the SPECIFICATION TORQUE AVAILABLE PER ENGINE ~ %. ( ) Step 3: If the ATF or ETF is less than 1.0, multiply the specification torque by the torque ratio to obtain maximum torque available. An alternate method is to continue down to the TORQUE RATIO, item 8. Move left to read the maximum TORQUE AVAILABLE ~ % per engine. Record MAX TORQUE AVAILABLE. ( ) NOTE: Adjust maximum torque available as required for planned use of engine anti-ice and/or cockpit heater according to the -10. (Figure 12) (b) T700-GE-701C engines. NOTE 1: The maximum torque available 2.5 minute limit is also referred to as SINGLE-ENGINE CONTINGENCY POWER 2.5-MINUTE LIMIT. ( ) Step 1: Enter the MAXIMUM TORQUE AVAILABLE 10-MINUTE LIMIT chart for dual-engine and 2.5-MINUTE LIMIT chart for single-engine at the appropriate FREE AIR TEMPERATURE (FAT) ~ C. ( ) Step 2: Move right to the appropriate PRESSURE ALTITUDE ~ 1000 FT. line then move down and read the TORQUE AVAILABLE PER ENGINE ~ %. ( ) Step 3: If the ATF or ETF is less than 1.0, multiply the SPECIFICATION TORQUE by the TORQUE RATIO to obtain maximum torque available. ( ) Step 4: An alternate method is to enter the bottom of the TORQUE CONVERSION chart at the TORQUE AVAILABLE PER ENGINE (SPECIFICATION TORQUE) ~ %. Move up to the torque ratio, item 8, then left to read ACTUAL TORQUE AVAILABLE %. Record MAX TORQUE AVAILABLE. (Figure 12) ( ) NOTE 2: Adjust the maximum torque available as required for planned use of engine anti-ice and/or cockpit heater according to the

20 The chart below is used to determine Maximum Torque Available and gives examples on how to derive the values (T700). Read Torque here for 1.0 Read Torque here for other than % Figure % 14,000 2,500 1, ,200 Figure

AIRCRAFT PERFORMANCE Pressure Altitude And Density Altitude

AIRCRAFT PERFORMANCE Pressure Altitude And Density Altitude Performance- Page 67 AIRCRAFT PERFORMANCE Pressure Altitude And Density Altitude Pressure altitude is indicated altitude corrected for nonstandard pressure. It is determined by setting 29.92 in the altimeter

More information

Cessna 172SP & NAV III Maneuvers Checklist

Cessna 172SP & NAV III Maneuvers Checklist Cessna 172SP & NAV III Maneuvers Checklist Introduction Power Settings This document is intended to introduce to you the standard method of performing maneuvers in Sunair Aviation s Cessna 172SP and NAV

More information

Compiled by Matt Zagoren

Compiled by Matt Zagoren The information provided in this document is to be used during simulated flight only and is not intended to be used in real life. Attention VA's - you may post this file on your site for download. Please

More information

Exam questions for obtaining aircraft licenses and ratings

Exam questions for obtaining aircraft licenses and ratings Exam questions for obtaining aircraft licenses and ratings Subject: PPL (A) Flight performance and planning Revision 1 07.10.2009. Period of validity: 01 January 2010 th - 31 December 2010 th Belgrade

More information

This file contains the full script of the corresponding video, published on YouTube. November 2014: http://youtu.be/wbu6x0hsnby

This file contains the full script of the corresponding video, published on YouTube. November 2014: http://youtu.be/wbu6x0hsnby This file contains the full script of the corresponding video, published on YouTube. November 2014: http://youtu.be/wbu6x0hsnby Background papers and links to formal FAA and EASA Aviation Regulations and

More information

ENGINE FIRE / SEVERE DAMAGE / SEPARATION ON TAKEOFF

ENGINE FIRE / SEVERE DAMAGE / SEPARATION ON TAKEOFF ENGINE FIRE / SEVERE DAMAGE / SEPARATION ON TAKEOFF According to RYANAIR Procedures PF PM REMARKS Control the aircraft (FULL T/O thrust can be manually selected) Announce «ENGINE FAILURE» or «ENGINE FIRE»

More information

E6-B Flight Computer Instructions 1992 2000 ASA. Aviation Supplies & Academics, Inc. 7005 132nd Place SE Newcastle, WA 98059-3153

E6-B Flight Computer Instructions 1992 2000 ASA. Aviation Supplies & Academics, Inc. 7005 132nd Place SE Newcastle, WA 98059-3153 E6-B Flight Computer Instructions This instruction booklet can be used with the three different E6-B models available from ASA. If you have a different model than the one depicted, some parts of your computer

More information

European Aviation Safety Agency

European Aviation Safety Agency TCDS No.: R.010 MBBBK117 Page 1 of 53 European Aviation Safety Agency EASA TYPECERTIFICATE DATA SHEET No. R.010 for MBBBK117 Type Certificate Holder AIRBUS HELICOPTERS DEUTSCHLAND GmbH Industriestrasse

More information

Best Practices for Fuel Economy

Best Practices for Fuel Economy AACO ICAO Operational Technical Forum Measures / Beirut, Workshop 19th of / November Montreal, 20/21 2005 September 2006 Presented by: Olivier HUSSE Senior Performance Engineer Best Practices for Fuel

More information

FLYBLOCKTIME PA-28-140/160 Aircraft Type Checkout and Currency Quiz. NOTE: There may be one or more correct answers to each question.

FLYBLOCKTIME PA-28-140/160 Aircraft Type Checkout and Currency Quiz. NOTE: There may be one or more correct answers to each question. FLYBLOCKTIME PA-28-140/160 Aircraft Type Checkout and Currency Quiz Pilot s Name Date NOTE: There may be one or more correct answers to each question. 1 ) The engine in a PA-28-140/160 is a A. Continental

More information

FACTUAL REPORT AVIATION

FACTUAL REPORT AVIATION Location/Time Aircraft Registration Number: Most Critical Injury: Minor Investigated By: NTSB N911BL Nearest /Place Zip Code Local Time Time Zone Las Vegas NV 89032 1600 PDT Airport Proximity: On Airport/Airstrip

More information

General aviation & Business System Level Applications and Requirements Electrical Technologies for the Aviation of the Future Europe-Japan Symposium

General aviation & Business System Level Applications and Requirements Electrical Technologies for the Aviation of the Future Europe-Japan Symposium General aviation & Business System Level Applications and Requirements Electrical Technologies for the Aviation of the Future Europe-Japan Symposium 26 March 2015 2015 MITSUBISHI HEAVY INDUSTRIES, LTD.

More information

The Dramatic Effects of Pitot-Static System Blockages and Failures. References... 51

The Dramatic Effects of Pitot-Static System Blockages and Failures. References... 51 The Dramatic Effects of Pitot-Static System Blockages and Failures by Luiz Roberto Monteiro de Oliveira. Table of Contents I II III IV V VI Introduction.1 Pitot Static Instruments..3 Blockage Scenarios

More information

UH-1H. Addition THE PERFECT TO YOUR FLEET. Northwest Helicopters LLC 1000 85 th Avenue SE Olympia, WA 98501 Phone 360-754-7200 Fax 360-754-1761

UH-1H. Addition THE PERFECT TO YOUR FLEET. Northwest Helicopters LLC 1000 85 th Avenue SE Olympia, WA 98501 Phone 360-754-7200 Fax 360-754-1761 UH-1H Addition THE PERFECT TO YOUR FLEET Northwest Helicopters LLC 1000 85 th Avenue SE Olympia, WA 98501 Phone 360-754-7200 Fax 360-754-1761 Northwest Helicopters LLC UH-1H Plus MEET THE NEW UH-1HPlus

More information

Navigation - Flight Planning Notes

Navigation - Flight Planning Notes Initial Preparation The key to a successful trip is being well organized and prepared Allow plenty of time to obtain and prepare as much information as possible prior to the flight You will need: Current

More information

Mathematically Modeling Aircraft Fuel Consumption

Mathematically Modeling Aircraft Fuel Consumption Mathematically Modeling Aircraft Fuel Consumption by Kevin Pyatt, Department of Education Jacqueline Coomes, Department of Mathematics Eastern Washington University, Cheney, WA CoCal Airlines April 9,

More information

European Aviation Safety Agency

European Aviation Safety Agency TCDS No.: IM.R.133 Restricted Page 1 of 12 European Aviation Safety Agency EASA TYPE-CERTIFICATE DATA SHEET No. IM.R.133 for Kamov Ka-32A11BC Type Certificate Holder Kamov Company Moscow Russian Federation

More information

Light Sport West Standard Flight Training Procedures for N110GX (Remos GX, 100 H.P.)

Light Sport West Standard Flight Training Procedures for N110GX (Remos GX, 100 H.P.) Light Sport West Standard Flight Training Procedures for N110GX (Remos GX, 100 H.P.) Welcome to Light Sport West! Thank you for giving us the opportunity to provide all of your flight training needs. Our

More information

MULTI-ENGINE TURBO-PROP AEROLANE ENDORSEMENT

MULTI-ENGINE TURBO-PROP AEROLANE ENDORSEMENT CAAP 5.23-1(1): Multi-engine Aeroplane Operations and Training 133 Appendix E to CAAP 5.23-1(1) MULTI-ENGINE TURBO-PROP AEROLANE ENDORSEMENT ENGINEERING, DATA AND PERFORMANCE QUESTIONNAIRE FOR (Aeroplane

More information

NIFA NATIONAL SAFECON

NIFA NATIONAL SAFECON NIFA NATIONAL SAFECON 2007 Manual Flight Computer Accuracy Explanations Note to competitor: This will offer some basic help in solving the problems on the test. There is often more than one way to correctly

More information

2014 NIFA CRM Contestant Briefing Guide San Diego, California

2014 NIFA CRM Contestant Briefing Guide San Diego, California 2014 NIFA CRM Contestant Briefing Guide San Diego, California Region 2 SAFECON 2014 November 12 15 This document supports the 2014 NIFA Collegiate Cockpit Resource Management Simulation and is not for

More information

SEE FURTHER. GO ANYWHERE

SEE FURTHER. GO ANYWHERE SEE FURTHER. GO ANYWHERE IT S ABOUT YOUR BUSINESS The GrandNew is the top-of-the-range light twin-engine helicopter, with a digital glass cockpit and a composite material fuselage. The Chelton FlightLogic

More information

Pre-Solo Written Test Alameda Aero Club

Pre-Solo Written Test Alameda Aero Club Pre-Solo Written Test Alameda Aero Club 61.87 Solo requirements for student pilots (b) Aeronautical Knowledge A student pilot must demonstrate satisfactory aeronautical knowledge on a knowledge test that

More information

Certification Specifications for Large Rotorcraft CS-29

Certification Specifications for Large Rotorcraft CS-29 European Aviation Safety Agency Certification Specifications for Large Rotorcraft CS-29 11 December 2012 CS-29 CONTENTS (general layout) CS 29 LARGE ROTORCRAFT BOOK 1 CERTIFICATION SPECIFICATIONS SUBPART

More information

AVIATION INVESTIGATION REPORT A08W0162 CONTROLLED FLIGHT INTO WATER

AVIATION INVESTIGATION REPORT A08W0162 CONTROLLED FLIGHT INTO WATER AVIATION INVESTIGATION REPORT A08W0162 CONTROLLED FLIGHT INTO WATER TRANS NORTH TURBO AIR LIMITED BELL 206B (HELICOPTER) C-FGGC CARMACKS, YUKON 09 AUGUST 2008 The Transportation Safety Board of Canada

More information

SINGLE ENGINE TURBO-PROP AEROPLANE ENDORSEMENT

SINGLE ENGINE TURBO-PROP AEROPLANE ENDORSEMENT SINGLE ENGINE TURBO-PROP AEROPLANE ENDORSEMENT ENGINEERING, DATA AND PERFORMANCE QUESTIONNAIRE FOR (Aeroplane make & model) Version 1-31 August 1996 Name: Endorser: (Signature/Name) Satisfactorily Completed

More information

MULTI-ENGINE TURBO-PROP AEROPLANE ENDORSEMENT

MULTI-ENGINE TURBO-PROP AEROPLANE ENDORSEMENT MULTI-ENGINE TURBO-PROP AEROPLANE ENDORSEMENT ENGINEERING, DATA AND PERFORMANCE QUESTIONNAIRE FOR (Aeroplane make & model) Version 1 -August 1996 Name: ARN. Endorser: ARN: (Signature/Name) 1 The endorsement

More information

Municipal Airport 1410 Arizona Place S.W. Orange City, IA 51041-7453. www.angelaircraft.com aac@angelaircraft.com 712.737.3344

Municipal Airport 1410 Arizona Place S.W. Orange City, IA 51041-7453. www.angelaircraft.com aac@angelaircraft.com 712.737.3344 Municipal Airport 1410 Arizona Place S.W. Orange City, IA 51041-7453 www.angelaircraft.com aac@angelaircraft.com 712.737.3344 PERFORMANCE SPECIFICATIONS POWERPLANT PROPELLER Lycoming IO-540 300 HP @2700

More information

CHAPTER 7 CLIMB PERFORMANCE

CHAPTER 7 CLIMB PERFORMANCE CHAPTER 7 CLIMB PERFORMANCE 7 CHAPTER 7 CLIMB PERFORMANCE PAGE 7.1 INTRODUCTION 7.1 7.2 PURPOSE OF TEST 7.1 7.3 THEORY 7.2 7.3.1 SAWTOOTH CLIMBS 7.2 7.3.2 STEADY STATE APPROACH TO CLIMB PERFORMANCE 7.4

More information

Cessna Skyhawk II / 100. Performance Assessment

Cessna Skyhawk II / 100. Performance Assessment Cessna Skyhawk II / 100 Performance Assessment Prepared by John McIver B.Eng.(Aero) Temporal Images 23rd January 2003 http://www.temporal.com.au Cessna Skyhawk II/100 (172) Performance Assessment 1. Introduction

More information

Multi-Engine Training And The PTS

Multi-Engine Training And The PTS Multi-Engine Training And The PTS GHAFI John Sollinger/Larry Hendrickson October 28, 2000 Overview FAR differences between original and add-on Multi-Engine PTS Training methods Common training scenarios

More information

Wing Design: Major Decisions. Wing Area / Wing Loading Span / Aspect Ratio Planform Shape Airfoils Flaps and Other High Lift Devices Twist

Wing Design: Major Decisions. Wing Area / Wing Loading Span / Aspect Ratio Planform Shape Airfoils Flaps and Other High Lift Devices Twist Wing Design: Major Decisions Wing Area / Wing Loading Span / Aspect Ratio Planform Shape Airfoils Flaps and Other High Lift Devices Twist Wing Design Parameters First Level Span Area Thickness Detail Design

More information

REVESE ENGINEERING HELICOPTER PERFORMANCE USING THE ROTORCRAFT FLIGHT MANUAL

REVESE ENGINEERING HELICOPTER PERFORMANCE USING THE ROTORCRAFT FLIGHT MANUAL REVESE ENGINEERING HELICOPTER PERFORMANCE USING THE ROTORCRAFT FLIGHT MANUAL James M. Eli Birch Bay, WA Email: JamesEli@earthlink.net November 10, 008 INTRODUCTION Aircraft weight and atmospheric conditions

More information

This is the third of a series of Atlantic Sun Airways CAT B pilot procedures and checklists for our fleet. Use them with good judgment.

This is the third of a series of Atlantic Sun Airways CAT B pilot procedures and checklists for our fleet. Use them with good judgment. This is the third of a series of Atlantic Sun Airways CAT B pilot procedures and checklists for our fleet. Use them with good judgment. Dimensions: Span 107 ft 10 in Length 147 ft 10 in Height 29ft 7 in

More information

Introduction. The Normal Takeoff. The Critical Engine. Flying Light Twins Safely

Introduction. The Normal Takeoff. The Critical Engine. Flying Light Twins Safely Note: The graphics and some of the material in this document have been modified from the original printed version. Introduction The major difference between flying a light twin and a single-engine airplane

More information

Understanding Drag, Thrust, and Airspeed relationships

Understanding Drag, Thrust, and Airspeed relationships Understanding Drag, Thrust, and Airspeed relationships Wayne Pratt May 30, 2010 CFII 1473091 The classic curve of drag verses airspeed can be found in any aviation textbook. However, there is little discussion

More information

TAXI, TAKEOFF, CLIMB, CRUISE, DESCENT & LANDING

TAXI, TAKEOFF, CLIMB, CRUISE, DESCENT & LANDING OPERATIONS MANUAL FLT CREW TRAINING COMMERCIAL LEVEL SIMULATIONS TAXI, TAKEOFF, CLIMB, CRUISE, DESCENT & LANDING Commercial Level Simulations www.commerciallevel.com 1 Disclaimer This manual is not provided

More information

AIRCRAFT GENERAL www.theaviatornetwork.com GTM 1.1 2005 1-30-05 CONTENTS

AIRCRAFT GENERAL www.theaviatornetwork.com GTM 1.1 2005 1-30-05 CONTENTS www.theaviatornetwork.com GTM 1.1 CONTENTS INTRODUCTION... 1.2 GENERAL AIRPLANE... 1.2 Fuselage... 1.2 Wing... 1.2 Tail... 1.2 PROPELLER TIP CLEARANCE... 1.2 LANDING GEAR STRUT EXTENSION (NORMAL)... 1.2

More information

Flight Training Program Outline Private Pilot Licence

Flight Training Program Outline Private Pilot Licence Flight Training Program Outline Private Pilot Licence Last updated November 2015 Table of Contents Introduction:... 2 Cost Breakdown... 2 Private Pilot Privileges:... 3 Private Pilot Prerequisites:...

More information

AE 430 - Stability and Control of Aerospace Vehicles

AE 430 - Stability and Control of Aerospace Vehicles AE 430 - Stability and Control of Aerospace Vehicles Atmospheric Flight Mechanics 1 Atmospheric Flight Mechanics Performance Performance characteristics (range, endurance, rate of climb, takeoff and landing

More information

General Characteristics

General Characteristics This is the third of a series of Atlantic Sun Airways CAT C pilot procedures and checklists for our fleet. Use them with good judgment. Note, the start procedures may vary from FS9 Panel to Panel. However

More information

OPERATING MINIMA FOR AEROPLANES AND HELICOPTER OPERATIONS PURPOSE REFERENCE 4.0 DEFINITION

OPERATING MINIMA FOR AEROPLANES AND HELICOPTER OPERATIONS PURPOSE REFERENCE 4.0 DEFINITION ORDER TCAA-O-OPS034A March 2013 OPERATING MINIMA FOR AEROPLANES AND HELICOPTER OPERATIONS PURPOSE 1. This Order gives guidance to the Authority s Operations Inspector on the procedures for approval of

More information

OFFICIAL AMA MODEL AIRCRAFT REGULATIONS 1951-1952

OFFICIAL AMA MODEL AIRCRAFT REGULATIONS 1951-1952 OFFICIAL AMA MODEL AIRCRAFT REGULATIONS 1951-1952 PROVISIONS FOR ISSUANCE: Under authority of the National Aeronautic Association. American representative of the Federation Aeronautique Internationale,

More information

Multi Engine Oral Exam Questions

Multi Engine Oral Exam Questions Multi Engine Oral Exam Questions 1. What are the requirements for a multi-engine rating? 2. What is the max rated horse power at sea level? At 12,000 msl? 3. What is the rated engine speed? 4. What is

More information

Flight Design USA Syllabus for Transition to a. Flight Design CTLS Light Sport Airplane

Flight Design USA Syllabus for Transition to a. Flight Design CTLS Light Sport Airplane Flight Design USA Syllabus for Transition to a Flight Design CTLS Light Sport Airplane Rev. Initial February 22, 2010 Signature: Introduction This syllabus will be used as the guide to become a competent

More information

Using ASA s Flight Planner

Using ASA s Flight Planner Using ASA s Flight Planner A flight log is an important part in the preparation for a safe flight. The flight log is needed during flight to check your groundspeed and monitor flight progress to ensure

More information

Oral Preparation Questions

Oral Preparation Questions Oral Preparation Questions The oral section of the practical test is the time when you need to demonstrate your understanding of the various tasks listed in the practical test standards and the factors

More information

European Aviation Safety Agency

European Aviation Safety Agency European Aviation Safety Agency EASA TYPE-CERTIFICATE DATA SHEET Number: E.073 Issue: 02 Date: Type: TURBOMECA Arriel 1 series engines Variants Arriel 1A Arriel 1A1 Arriel 1A2 Arriel 1B Arriel 1C Arriel

More information

European Aviation Safety Agency

European Aviation Safety Agency European Aviation Safety Agency ED Decision 2003/2/RM Final 17/10/2003 The Executive Director DECISION NO. 2003/2/RM OF THE EXECUTIVE DIRECTOR OF THE AGENCY of 17 October 2003 on certification specifications,

More information

This is the fourth of a series of Atlantic Sun Airways CAT B pilot procedures and checklists for our fleet. Use them with good judgment.

This is the fourth of a series of Atlantic Sun Airways CAT B pilot procedures and checklists for our fleet. Use them with good judgment. This is the fourth of a series of Atlantic Sun Airways CAT B pilot procedures and checklists for our fleet. Use them with good judgment. Dimensions: Wing Span: 112 ft 7 in Length: 129 ft 6 in Height: 41

More information

Presented by Capt Iefan Blake Senior Helicopter Pilot Air Mercy Service

Presented by Capt Iefan Blake Senior Helicopter Pilot Air Mercy Service Minimum Requirements for a Helicopter Rescue Program Including Hoist vs. Short Haul Rescue Operations based on the South African Red Cross Air Mercy Service Model Presented by Capt Iefan Blake Senior Helicopter

More information

Advanced Flight Maneuvers

Advanced Flight Maneuvers Chapter 10 Advanced Flight Maneuvers Introduction The maneuvers presented in this chapter require more skill and understanding of the helicopter and the surrounding environment. When performing these maneuvers,

More information

APP Aircraft Performance Program Demo Notes Using Cessna 172 as an Example

APP Aircraft Performance Program Demo Notes Using Cessna 172 as an Example APP Aircraft Performance Program Demo Notes Using Cessna 172 as an Example Prepared by DARcorporation 1. Program Layout & Organization APP Consists of 8 Modules, 5 Input Modules and 2 Calculation Modules.

More information

Flight Instruments. Chapter 7. Introduction. Pitot-Static Flight Instruments

Flight Instruments. Chapter 7. Introduction. Pitot-Static Flight Instruments Chapter 7 Flight Instruments Introduction In order to safely fly any aircraft, a pilot must understand how to interpret and operate the flight instruments. The pilot also needs to be able to recognize

More information

MULTI-ENGINE PISTON AEROPLANE ENDORSEMENT ENGINEERING, DATA AND PERFORMANCE QUESTIONNAIRE

MULTI-ENGINE PISTON AEROPLANE ENDORSEMENT ENGINEERING, DATA AND PERFORMANCE QUESTIONNAIRE CAAP 5.23-1(1): Multi-engine Aeroplane Operations and Training 117 APPENDIX D TO CAAP 5.23-1(1) MULTI-ENGINE PISTON AEROPLANE ENDORSEMENT ENGINEERING, DATA AND PERFORMANCE QUESTIONNAIRE FOR (Aeroplane

More information

AIRCRAFT ACCIDENT REPORT AND EXECUTIVE SUMMARY

AIRCRAFT ACCIDENT REPORT AND EXECUTIVE SUMMARY Section/division Accident & Incident Investigations Form Number: CA 12-12a AIRCRAFT ACCIDENT REPORT AND EXECUTIVE SUMMARY Ref No. CA18/2/3/8082 Aircraft Registration ZS-RAT Date of Accident 10 March 2006

More information

Flight Training Program Outline Single-Engine Instrument Rating

Flight Training Program Outline Single-Engine Instrument Rating Flight Training Program Outline Single-Engine Instrument Rating Last updated November 2014 Table of Contents Introduction:... Error! Bookmark not defined. Privileges:... 2 Prerequisites:... 2 Cost Breakdown...

More information

HELICOPTER FLIGHT TRAINING MANUAL

HELICOPTER FLIGHT TRAINING MANUAL TP 9982E (06/2006) ` HELICOPTER FLIGHT TRAINING MANUAL Second edition June 2006 TC-1001888 *TC-1001888* Her Majesty the Queen in Right of Canada, represented by the Minister of Transport (1996) Permission

More information

Data Review and Analysis Program (DRAP) Flight Data Visualization Program for Enhancement of FOQA

Data Review and Analysis Program (DRAP) Flight Data Visualization Program for Enhancement of FOQA 86 Data Review and Analysis Program (DRAP) Flight Data Visualization Program for Enhancement of FOQA Koji MURAOKA and Noriaki OKADA, Flight Systems Research Center, E-mail: muraoka@nal.go.jp Keywords:

More information

Field Application Note

Field Application Note Field Application Note Reverse Dial Indicator Alignment RDIA Mis-alignment can be the most usual cause for unacceptable operation and high vibration levels. New facilities or new equipment installations

More information

NIFA REGIONAL SAFECON 2006 Manual Flight Computer Accuracy Explanations

NIFA REGIONAL SAFECON 2006 Manual Flight Computer Accuracy Explanations NIFA REGIONAL SAFECON 2006 Manual Flight Computer Accuracy Explanations Note to competitor: This will offer some basic help in solving the problems on the test. There is often more than one way to correctly

More information

POWERPLANT. The aircraft is powered by two CFM International high bypass ratio turbofan engines.

POWERPLANT. The aircraft is powered by two CFM International high bypass ratio turbofan engines. Smartcockpit.com BOEING 737 SYSTEMS REVIEW Page 1 POWERPLANT 1. GENERAL The aircraft is powered by two CFM International high bypass ratio turbofan engines. The engine is a dual rotor assembly consisting

More information

3. FLYING TECHNIQUES. 3.1 Speed Management. 3.2 Attitude Management. 3.3 Height Management. 3.4 Transit Flying

3. FLYING TECHNIQUES. 3.1 Speed Management. 3.2 Attitude Management. 3.3 Height Management. 3.4 Transit Flying 3. FLYING TECHNIQUES 3.1 Speed Management Maintaining an appropriate airspeed can be very challenging in mountainous terrain. Pilots need to be aware of the speed limitations from the RFM especially in

More information

MULTI-ENGINE PISTON AEROPLANE ENDORSEMENT

MULTI-ENGINE PISTON AEROPLANE ENDORSEMENT MULTI-ENGINE PISTON AEROPLANE ENDORSEMENT ENGINEERING, DATA AND PERFORMANCE QUESTIONNAIRE FOR---------------------------------------------------------------------------------------------------------- (Aeroplane

More information

ExpressJet Airlines Pilot Job Knowledge Test Outline

ExpressJet Airlines Pilot Job Knowledge Test Outline ExpressJet Airlines Pilot Job Knowledge Test Outline The job knowledge test administered as part of the pilot interview process consists of questions in four major knowledge areas essential to piloting

More information

FACTUAL REPORT AVIATION

FACTUAL REPORT AVIATION Aircraft Registration Number: N8098T Occurrence Date: Occurrence Type: 03/07/005 Accident Most Critical Injury: Minor Investigated By: NTSB Location/Time Nearest City/Place Shreveport Zip Code Local Time

More information

Helicopter Emergencies and Hazards

Helicopter Emergencies and Hazards Chapter 11 Helicopter Emergencies and Hazards Introduction Today, helicopters are quite reliable. However, emergencies do occur, whether a result of mechanical failure or pilot error, and should be anticipated.

More information

AVIATION OCCURRENCE REPORT A98W0192 ENGINE FAILURE

AVIATION OCCURRENCE REPORT A98W0192 ENGINE FAILURE Transportation Safety Board of Canada Bureau de la sécurité des transports du Canada AVIATION OCCURRENCE REPORT A98W0192 ENGINE FAILURE MARTINAIR HOLLAND N.V. BOEING 767-300 PH-MCI CALGARY INTERNATIONAL

More information

European Aviation Safety Agency

European Aviation Safety Agency European Aviation Safety Agency EASA TYPE-CERTIFICATE DATA SHEET Number: E.070 Issue: 05 Date: 16 November Type: GE Aviation Czech M601/H80 series turboprop engines Models: M601D M601D-1 M601D-2 M601D-11

More information

Flight Training Program Outline Recreational Pilot Permit

Flight Training Program Outline Recreational Pilot Permit Flight Training Program Outline Recreational Pilot Permit Last updated September 2015 Table of Contents Introduction:... 1 Privileges:... 1 Prerequisites:... 2 Cost Breakdown... 2 Age... 3 Medical Fitness

More information

QM5091 2 SCHEDULE AND DISPATCH PETROLEUM PIPELINE OPERATIONS

QM5091 2 SCHEDULE AND DISPATCH PETROLEUM PIPELINE OPERATIONS SUBCOURSE EDITION QM5091 2 SCHEDULE AND DISPATCH PETROLEUM PIPELINE OPERATIONS SCHEDULE AND DISPATCH PETROLEUM PIPELINE OPERATIONS Subcourse QM 5091 Edition 2 Unites States Army Combined Arms Support Command

More information

Advanced Training Onshore (mountains, forests, etc.) Advanced Training Offshore (vessels, ships, open water, swift water, etc.)

Advanced Training Onshore (mountains, forests, etc.) Advanced Training Offshore (vessels, ships, open water, swift water, etc.) Hoist Training Operating rescue hoists requires a high degree of confidence and expertise. Hrc s training guarantees the benefits of a well established international team who s credentials are impeccable.

More information

Annual & Hourly Cost Detail

Annual & Hourly Cost Detail CL604 vs Legacy 600 Annual & Hourly Cost Detail Bombardier Challenger 604 GENERAL PARAMETERS Min Crew / Max Passengers 2 / 9 Seats Full Range (NM / SM) 3862.24 / 4441.58 Normal Cruise Speed (KTS / MPH)

More information

Aerodynamics of Flight

Aerodynamics of Flight Chapter 2 Aerodynamics of Flight Introduction This chapter presents aerodynamic fundamentals and principles as they apply to helicopters. The content relates to flight operations and performance of normal

More information

BE76 Beechcraft Duchess Maneuvers Checklist

BE76 Beechcraft Duchess Maneuvers Checklist BE76 Beechcraft Duchess Maneuvers Checklist Introduction Power Settings This document is intended to introduce to you the standard method of performing maneuvers in Sunair Aviation s Beechcraft Duchess

More information

BOMBARDIER CRJ700. Bombardier CRJ700 Aircraft Reference

BOMBARDIER CRJ700. Bombardier CRJ700 Aircraft Reference Bombardier CRJ700 Aircraft Reference V 1 Takeoff Decision Speed, dry runway 50,000 lbs, (flaps 8) 144 KIAS 50,000 lbs, (flaps 20) 134 KIAS V R Rotation Speed, dry runway 50,000 lbs, (flaps 8) 144 KIAS

More information

TYPE CERTIFICATE DATA SHEET Nº EA-2011T03 Type Certificate Holder: COSTRUZIONI AERONAUTICHE TECNAM S.r.l. Via Tasso, 478 80127 - Napoli Italy

TYPE CERTIFICATE DATA SHEET Nº EA-2011T03 Type Certificate Holder: COSTRUZIONI AERONAUTICHE TECNAM S.r.l. Via Tasso, 478 80127 - Napoli Italy TYPE CERTIFICATE DATA SHEET Nº EA-2011T03 Type Certificate Holder: COSTRUZIONI AERONAUTICHE TECNAM S.r.l. Via Tasso, 478 80127 - Napoli Italy EA-2011T03-02 Sheet 01 TECNAM P2006T 04 May 2012 This data

More information

Flight Safety Foundation. Approach-and-landing Accident Reduction. Tool Kit. FSF ALAR Briefing Note 8.3 Landing Distances

Flight Safety Foundation. Approach-and-landing Accident Reduction. Tool Kit. FSF ALAR Briefing Note 8.3 Landing Distances Flight Safety Foundation Approach-and-landing Accident Reduction Tool Kit FSF ALAR Briefing Note 8.3 Landing Distances When discussing landing distance, two categories must be considered: Actual landing

More information

Inoperative Equipment

Inoperative Equipment Inoperative Equipment Reference Sources Advisory Circular AC91-67 Minimum Equipment Requirements for General Aviation Operations under FAR Part 91 ( Definitions section at minimum) Title 14 Code of Federal

More information

Experimental Evaluation of Cruise Flap Deflection on Total Aircraft Drag using the NLF(1)-0215F. C. Zavatson

Experimental Evaluation of Cruise Flap Deflection on Total Aircraft Drag using the NLF(1)-0215F. C. Zavatson Experimental Evaluation of Cruise Flap Deflection on Total Aircraft Drag using the NLF(1)-0215F C. Zavatson 3-16-2013 Table of Contents Introduction... 3 Objective and Testing Approach... 3 The Test Aircraft...

More information

European Aviation Safety Agency

European Aviation Safety Agency TCDS No.: EASA.IM.A.348 Gulfstream G280 Page 1 of 14 European Aviation Safety Agency EASA TYPE-CERTIFICATE DATA SHEET No. EASA.IM.A.348 for Gulfstream G280 Type Certificate Holder: GULFSTREAM AEROSPACE

More information

MINISTÉRIO DA AERONÁUTICA DEPARTAMENTO DE PESQUISA E DESENVOLVIMENTO CENTRO TÉCNICO AEROESPACIAL

MINISTÉRIO DA AERONÁUTICA DEPARTAMENTO DE PESQUISA E DESENVOLVIMENTO CENTRO TÉCNICO AEROESPACIAL MINISTÉRIO DA AERONÁUTICA DEPARTAMENTO DE PESQUISA E DESENVOLVIMENTO CENTRO TÉCNICO AEROESPACIAL +------------------+ EA-9002 CERTIFICATE DATA SHEET No EA-9002 Page 1 This data sheet, which is part of

More information

Decision Making Under Extreme Pressure

Decision Making Under Extreme Pressure Decision Making Under Extreme Pressure Lessons Learned From Pilots In Crisis Lee Copeland lee@sqe.com SQE 2008 Decision Making Under Extreme Pressure Lessons Learned From Pilots In Crisis Lee Copeland

More information

DIRECCION DE PERSONAL AERONAUTICO DPTO. DE INSTRUCCION PREGUNTAS Y OPCIONES POR TEMA

DIRECCION DE PERSONAL AERONAUTICO DPTO. DE INSTRUCCION PREGUNTAS Y OPCIONES POR TEMA MT DIREION DE PERSONL ERONUTIO DPTO. DE INSTRUION PREGUNTS Y OPIONES POR TEM Pag.: 1 TEM: 0321 INSTRUTOR_DVNED_06_ENR FLT & NVIGTION OD_PREG: PREGUNT: RPT: 6856 GIVEN: Departure path... straight out Takeoff

More information

First Flight Considerations & Recommendations

First Flight Considerations & Recommendations First Flight Considerations & Recommendations By Randy Lervold EAA Flight Advisor The EAA Flight Advisor Program The EAA s Flight Advisor program, about which you have expressed an interest, is a program

More information

Details of Candidate. Test/check details. Date of test 1 (dd/mm/yyyy) Date of test 2 (dd/mm/yyyy) Training certificate from manufacturer

Details of Candidate. Test/check details. Date of test 1 (dd/mm/yyyy) Date of test 2 (dd/mm/yyyy) Training certificate from manufacturer Section/division: Aviation Personnel Standards Form Number: CA 101-03.3 Telephone number: 011-545-1000 Fax Number: 011-545-1459 Physical address: Ikhaya Lokundiza, 16 Treur Close, Waterfall Park, Bekker

More information

SINGLE ENGINE PISTON AEROPLANE ENDORSEMENT

SINGLE ENGINE PISTON AEROPLANE ENDORSEMENT SINGLE ENGINE PISTON AEROPLANE ENDORSEMENT ENGINEERING, DATA AND PERFORMANCE QUESTIONNAIRE FOR (Aeroplane make and model) Version 1 August 1996 Name: Endorsed by: (Signature/Name) ARN: ARN Satisfactorily

More information

Out of Control. HANG ON! It s GOING TO GET ROUGH! DISASTER is just ahead! DON T JUST SIT THERE DO SOMETHING!

Out of Control. HANG ON! It s GOING TO GET ROUGH! DISASTER is just ahead! DON T JUST SIT THERE DO SOMETHING! Out of Control Brent Anderson HANG ON! It s GOING TO GET ROUGH! DISASTER is just ahead! DON T JUST SIT THERE DO SOMETHING! No, we are not talking about the aircraft we re flying, but rather the way our

More information

InFO Information for Operators

InFO Information for Operators InFO Information for Operators U.S. Department InFO 07015 of Transportation DATE: 7/3/2007 Federal Aviation Administration Flight Standards Service Washington, DC http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info

More information

Beechcraft 1900D: Fuel, Emissions & Cost Savings Operational Analysis

Beechcraft 1900D: Fuel, Emissions & Cost Savings Operational Analysis Specific Range Solutions Ltd. Your partner in flight operations optimization omer.majeed@srs.aero / 1.613.883.5045 www.srs.aero Beechcraft 1900D: Fuel, Emissions & Cost Savings Operational Analysis by

More information

CENTRAL TEXAS COLLEGE AIR AGENCY No DU8SO99Q SYLLABUS FOR AIRP 2342 FLIGHT INSTRUCTOR - INSTRUMENT AIRPLANE Semester Hours Credit: 3

CENTRAL TEXAS COLLEGE AIR AGENCY No DU8SO99Q SYLLABUS FOR AIRP 2342 FLIGHT INSTRUCTOR - INSTRUMENT AIRPLANE Semester Hours Credit: 3 CENTRAL TEXAS COLLEGE AIR AGENCY No DU8SO99Q SYLLABUS FOR AIRP 2342 FLIGHT INSTRUCTOR - INSTRUMENT AIRPLANE Semester Hours Credit: 3 CHIEF FLIGHT INSTRUCTOR - Richard E. Whitesell 2101 Carnation Ln Temple,

More information

CUB CRAFTERS, INC. CC11-160 PILOT S OPERATING HANDBOOK AND FLIGHT TRAINING SUPPLEMENT

CUB CRAFTERS, INC. CC11-160 PILOT S OPERATING HANDBOOK AND FLIGHT TRAINING SUPPLEMENT CUB CRAFTERS CUB CRAFTERS, INC. PILOT S OPERATING HANDBOOK AND FLIGHT TRAINING SUPPLEMENT Airplane Serial Number: Airplane Registration Number: This airplane is approved as a special light-sport category

More information

Accident Analysis: Single-pilot versus Two-pilot - Is There a Safety Advantage?

Accident Analysis: Single-pilot versus Two-pilot - Is There a Safety Advantage? Accident Analysis: Single-pilot versus Two-pilot - Is There a Safety Advantage? AIN analysis comparing accidents involving one-pilot versus two-pilot business jet operations from 1977 through 2014 reveals,

More information

Using Tactical Unmanned Aerial Systems to Monitor and Map Wildfires

Using Tactical Unmanned Aerial Systems to Monitor and Map Wildfires Using Tactical Unmanned Aerial Systems to Monitor and Map Wildfires Michael Tranchitella, Stephen Fujikawa, Tzer Leei Ng, David Yoel, Don Tatum IntelliTech Microsystems, Inc. Bowie, Maryland Philippe Roy,

More information

This section includes performance data on the King Air B200. Information consists of:

This section includes performance data on the King Air B200. Information consists of: King Air B200 POH Pilot's Operating Handbook: This section includes performance data on the King Air B200. Information consists of: 1. Critical Airspeeds 2. Operating NOTAMS 3. Fuel Loading Formula Checklists:

More information

Pre Solo Written Test

Pre Solo Written Test Pre-Solo Written Test Remember, all questions are open book. If you use a source to answer a question note the source and page number (or FAR number and page) for easy reference. Draw a diagram whenever

More information

TRACKING MAIN ROTOR BLADES

TRACKING MAIN ROTOR BLADES TRACKING MAIN ROTOR BLADES Date: September 26, 2013 Subject; Tracking the Enstrom Rotor System using the Chadwick 2000 balance system. Models: All models Effectively: All Serial Numbers Experience shows

More information

Aerospace Engineering 3521: Flight Dynamics. Prof. Eric Feron Homework 6 due October 20, 2014

Aerospace Engineering 3521: Flight Dynamics. Prof. Eric Feron Homework 6 due October 20, 2014 Aerospace Engineering 3521: Flight Dynamics Prof. Eric Feron Homework 6 due October 20, 2014 1 Problem 1: Lateral-directional stability of Navion With the help of Chapter 2 of Nelson s textbook, we established

More information

Learning to Hover. Aircraft Technical Book Company http://www.actechbooks.com (800) 780-4115 (970) 887-2207

Learning to Hover. Aircraft Technical Book Company http://www.actechbooks.com (800) 780-4115 (970) 887-2207 6 Learning to Hover I did most of the flying at that time and became very familiar with the helicopter's operation. During my years in aviation, I had never been in a machine that was as pleasant to fly

More information