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