Aviation Flow Chart by mme12188

VIEWS: 38 PAGES: 112

More Info
									        PPC Requirements
 AR 95-1, para 5-2a tells us that the
 aviator will evaluate:
  Aircraft performance
  Departure, enroute, and approach data
  Notices to Airmen (NOTAM)

 DA Form 5701-R may be used as an aid
 to organize performance planning data
 required for the mission
           PPC Requirements
 This   form will be used for:
   RL  progression training
   Annual ATP evaluations
   When required during other training and
    evaluations
 Forevaluation flights, the evaluator will
 determine the blocks that will be filled
 out
   Be   safe and do it all
    PLANNING CONDITIONS
   CURRENT                 MAXIMUM
     PA = 2500 ft MSL        PA = 3000 ft MSL
     FAT = 25 deg C          FAT = 30 deg C
     GWT = 15000 lbs
     ETF #1 = 1.0          CRUISE
     ETF #2 = .98            PA = 6000 ft MSL
                              FAT = 25 deg C
        Engine Torque Factor
 ETF
   The  comparison of an individual engines
    torque available to a specification engines
    (1.0 ETF) torque available at a reference
    temperature of 35 deg C
   The ETF must be between .85 to 1.0
   The ETF indicates degradation of
    performance based on engine usage
    Aircraft Torque Factor
 ATF
  ATF  is the average of the two ETF’s. It
   indicates the aircraft’s total performance
   capability based on the condition of the two
   engines.
  ATF is also based on 35 deg C and is allowed
   to range from .90 to 1.0
  If ATF is outside this range do not fly the
   aircraft
2500/3000        25/30         15000


                         .99     1.0   .98




6000        25
                Torque Ratio
 TR
   Torque  factor chart indicates improved
    engine and aircraft performance as
    temperature decreases below +35 deg C
   Torque ratio will be written to three decimal
    places
   Three instances when chart is not needed:
       • If FAT is +35 degrees or above
       • If FAT is -15 or below
       • If ETF is 1.0
Chart Info
Torque Factor
100% RPM R
  Page 7A-7




                .982
Chart Info
Torque Factor
100% RPM R
  Page 7A-7




                .984
2500/3000        25/30          15000


                          .99     1.0    .98
                         .991     1.0   .982




6000        25

                         .992    1.0    .984
     Max Torque Available
 This torque value represents the
  maximum specification torque available
  at zero airspeed and 100% RPM R for
  the operational range of PA and FAT
 This value may or may not be continuous
  due to Chapter 5 limitations
        Max Torque Available
 The  actual MTA figure should be
  annotated on the PPC, regardless of
  whether it is above the continuous torque
  limits
 Conditions may arise when the pilot may
  need transient power demands
 The pilot is responsible for ensuring that
  Chapter 5 transient limits are applied
  when using this value, if applicable
     Max Torque Available
 Based on flight test data, the MTA chart
 reflects the maximum torque the engines
 can produce without exceeding the
 maximum of any of your three 30 minute
 engine operating limits:
   TGT  = 851 deg C
   Ng = 102%
   Engine Oil Temperature = 150 deg C
      Max Torque Available
 MTA    is limited by the HMU through Ng
  limiting
 A TGT limiter circuit within the DEC
  causes the HMU to limit fuel to the Ng
  engine section when TGT reaches 866 +/-
  6 deg C (dual engine) and 891 +/- 5 deg C
  (single engine)
      Max Torque Available
 TGT   limiting is what will most commonly
  limit MTA for the PA and FAT
  combinations that most aviators operate
  in
 The HMU also limits fuel to the Ng
  section during high ambient temperature
  conditions
       Max Torque Available
 At high ambient temperatures, the air
  becomes less dense, causing the Ng
  turbine section to operate at higher
  speeds in order to deliver the same
  volume of air output to the power turbine
  wheels (Np)
 Fuel flow is limited to prevent excessive
  operating speeds that could damage the
  Ng turbine wheels
        Max Torque Available
 The  HMU also limits fuel flow to the Ng
  section during very cold conditions
 Mach speeds decrease as temperature
  decreases
 This limiting is to prevent compressible
  air flow (mach speeds) from occurring
  within the compressor inlet section
       Max Torque Available
 IfMTA is more than 100% dual engine
  (above 80 KIAS), 120% dual engine (80
  KIAS or less), or 135% single engine,
  then the aircraft is structurally limited
 The engines are capable of producing the
  power, but components in the
  transmission (main module for DE
  torque and input modules for SE torque)
  are incapable of sustaining these torque
  loads continuously without damage
       Max Torque Available
 In a structurally limited aircraft,
  attempting to operate continuously above
  the allowable torque value in Chapter 5
  will result in structural damage to the
  transmission
 Maximum torque for a structurally
  limited aircraft is limited to a 10 second
  time limitation
       Max Torque Available
 IfMTA is below 100% dual engine
  (above 80 KIAS), 120% dual engine (80
  KIAS or less), or 135% single engine,
  then the aircraft is environmentally
  limited
 Due to environmental conditions the
  engines are incapable of producing
  maximum rated power and transmission
  torque limits will not be reached
       Max Torque Available
 In an environmentally limited aircraft,
  attempting to demand more torque than
  MTA, will result in rotor bleed-off
 Depending on how far the collective is
  increased beyond this point, will
  determine how far the rotor will droop
 The larger the excursion, the greater the
  reduction in rotor
 The bigger the splat mark
       Max Torque Available
 Itis important to understand what the
  pilot will observe on the torque gauges
  when maximum power is demanded
 One scenario would be an aircraft with
  identical ETF’s, resulting in identical
  MTA values for both dual and single
  engine operations
      Max Torque Available
 After  doing our planning we find out that
  out Dual Engine MTA is 114%
 When MTA is demanded the pilot would
  observe 114% torque on both the #1 and
  #2 engine torque gauges
 The respective TGT for each engine would
  be at the dual engine limiting value (866
  +/- 6)
 TGT limiting would prevent the pilot from
  receiving more torque
      Max Torque Available
A  more common scenario would be
  having different ETF’s (1.0 and .948)
  resulting in a different MTA for each
  engine
 In this situation when MTA is demanded,
  the pilot would not see 114% on the
  torque gauges, as this is only an averaged
  number between the two engines
 As the pilot demanded power, torque on
  both engines would rise evenly to 108%
       Max Torque Available
 At  this time the #2 engine would reach
  it’s TGT limiter and would remain at
  108% torque
 If the pilot continues to demand more
  power, the stronger 1.0 engine would
  produce up to 114% before reaching it’s
  TGT limiter
        Max Torque Available
 The  pilot would observe 114% and 108%
  respectively, with TGT on both engines at
  the dual engine limiter
 Attempting to demand more power in
  this case would result in rotor bleed-off
 A torque split will be induced by the pilot
  when power demanded exceeds that of
  the weakest engine
 This is considered normal
         Max Torque Available
 With bleed-air extracted, adjust MTA as
 follows:
   Eng. Anti-Ice On - Subtract 18% from MTA
   Heater On - Subtract 4% from MTA
   Both On - Subtract 22% from MTA

 Thiswill hold true for SE MTA except
 the values are half of that stated
      Max Torque Available
 These  values are different for different
  helicopter models
 See the -10 for the values for the UH-60A
 Also see the -10 if HIRSS is installed and
  baffles removed
 This is not a normal configuration
Chart Info
Max TQ Avail
10 Min Limit
Bleed Air Off
100% RPM R
Zero Airspeed
 Page 7A-10




                112%
Chart Info
Max TQ Avail
30 Min Limit
Bleed Air Off
100% RPM R
Zero Airspeed
 Page 7A-11




                95%
   2500/3000          25/30             15000


                               .99        1.0     .98
                              .991         1.0    .982
                               111       112     110



   Spec Torque - 112%                112 X .982 = 110
   Spec Torque - 95%                 112 X .991 = 111
                                     95 X .984 = 93
1/2 MTA = 46%                        95 X .992 = 94

  6000           25

                              .992        1.0     .984
                              94         95      93
         Max Allowable GWT
             OGE/IGE
 This  is the most weight the aircraft is
  able or allowed to pick up to a 10’ hover
  height for IGE operations or to an OGE
  altitude (70’ for UH60) for OGE
  operation
 This weight is limited by either engine
  capability or aircraft structural design
        Max Allowable GWT
            OGE/IGE
 The Max GWT for UH60A without
 provisions for Engine Output Shaft
 STUD BALANCE MWO or without the
 wedge mounted pitot static probes is
 20,250 lbs
 The Max GWT for UH60L or UH60A
 with the MWO provisions and wedge
 mounted pitot static probes is 22,000 lbs
       Max Allowable GWT
           OGE/IGE
 If the Max GWT IGE or OGE is
  20,250/22,000 lbs (as applicable), then
  your aircraft is structurally limited
 Although the engines may be capable of
  lifting more weight, the airframe is not
 When the Max GWT value is
  20,250/22,000 lbs, attempting to operate
  at a weight above that value will result in
  exceeding a structural design limitation
  and airframe damage is likely
       Max Allowable GWT
           OGE/IGE
 If the Max GWT IGE or OGE is less than
  20,250/22,000 lbs (as applicable), then
  your aircraft is environmentally limited
 Although the airframe is capable of
  lifting up to the Chapter 5 limit, the
  engines cannot provide enough power to
  lift that weight for the given
  environmental conditions
       Max Allowable GWT
           OGE/IGE
 When   the Max GWT value is less than
  20,250/22,000 lbs, attempting to operate
  at a weight above that value will result in
  rotor droop (environmental limitation),
  but no airframe damage should result
 Unless you crash from low rotor RPM!
Chart Info
   Hover
Clean Config.
100% RPM R
 Zero Wind
 Page 7A-15

                21,250 lbs
2500/3000        25/30                 15000


                             .99       1.0      .98
                             .991      1.0      .982
                             111       112     110
                         21250/22000




6000        25

                             .992      1.0     .984
                             94        95      93
GO/NO GO Torque OGE/IGE
 This  value is essentially a weight check
 At a 10’ hover height, this is the torque
  that will determine if you are at or below
  your maximum weight that the engines
  are capable of lifting to an IGE or OGE
  altitude
 Bottom line…GNG is the hover torque
  for Max Allowable GWT for the day
GO/NO GO Torque OGE/IGE
 If your Max GWT OGE is at the Chapter
  5 maximum (ie. 20,250/22000), then only
  one GNG value will be needed and this
  will represent both IGE and OGE
  capability
 If you can lift maximum weight to OGE
  altitudes, then you can obviously do it at
  IGE altitudes
GO/NO GO Torque OGE/IGE
 Inthis scenario, if the torque required to
 maintain a stationary hover is at or below
 the GNG IGE/OGE value, the pilot has
 confirmed aircraft weight to be at or
 below Max GWT and any maneuver
 requiring OGE power or less may be
 attempted
GO/NO GO Torque OGE/IGE
 If the torque required to maintain a
  stationary hover is above the GNG
  IGE/OGE, you cannot operate in
  compliance with the -10 because you are
  exceeding the aircraft’s maximum
  structural gross weight
 This requires an entry to made to DA
  Form 2408-13
 The helicopter shall not be flown until
  corrective action is taken
GO/NO GO Torque OGE/IGE
 If your Max GWT is less than the
  Chapter 5 maximum (20,250/22,000),
  then a GNG value is required for both
  IGE and OGE
 If the torque required to maintain a
  stationary hover exceeds the GNG OGE,
  but does not exceed the GNG torque
  IGE, then only IGE maneuvers may be
  attempted
GO/NO GO Torque OGE/IGE
 Maneuvers    requiring OGE power are:
   Perform fast rope insertion
   Perform rappelling procedures
   Perform rescue-hoist operations
   Perform STABO operations
   Perform external load operations

 Basically, if it hangs under the aircraft
  don’t do it
GO/NO GO Torque OGE/IGE
 Theoretically,if the torque required to
 hover exceeds the GNG OGE, you should
 not be able to exceed the GNG IGE for
 and environmentally limited aircraft since
 your MTA will equal your GNG IGE and
 rotor bleed off will develop when engines
 hit the TGT limiter at 866 +/- 6
GO/NO GO Torque OGE/IGE
 Remember,    all hover checks are done at
  an altitude of 10’
 If you are performing external load
  operations plan a GNG value that will
  place the load at 10’ AGL (usually 30’ or
  40’)
GO/NO GO Torque OGE/IGE
 GNG    is computed using maximum
  forecast conditions
 When the actual temperature is less than
  maximum, the torque required to hover
  at a given GWT is less
 To ensure that OGE capability exists
  and/or structural limitations are not
  exceeded, reduce GNG by 1% for each
  10C that actual temperature is less than
  maximum forecast
GO/NO GO Torque OGE/IGE
 The  colder temperatures would allow the
  same 20,250/22,000 pound aircraft to
  hover at these weights with less torque
 Therefore operating at the higher
  (original) GNG torque value would mean
  you are actually hovering an aircraft
  weighing more than the Chapter 5 limits
  allowed
Chart Info
   Hover
Clean Config.
100% RPM R
 Zero Wind
 Page 7A-15




                92%
Chart Info
   Hover
Clean Config.
100% RPM R
 Zero Wind
 Page 7A-15




                96%
  2500/3000        25/30                 15000


                               .99       1.0      .98
                               .991      1.0      112
                               111       112     110
                           21250/22000
                             92/96




6000          25

                              .992        1.0     .984
                              94         95      93
     Predicted Hover Torque
 With current conditions at takeoff, and at
  takeoff GWT, this is the estimated torque
  required for a stationary 10’ hover in
  zero wind conditions
 For external load operations, record the
  predicted torque required to hover at a
  height that will place the load at 10’ AGL
  (usually 30’ or 40’)
       Predicted Hover Torque
 Ifactual hover torque does not agree
  with predicted hover torque it is not a
  non-flying condition
 As long as you are still below GNG OGE
  or IGE you may still fly
     Predicted Hover Torque
 Oneof the following conditions has
 occurred:
   Your  actual weight is more or less than you
    predicted
   Current conditions have changed since you
    computed your PPC (FAT, PA, GWT, Wind,
    etc.)
    • Remember, your hover values are based on a no
      wind condition
     error was made during computation of
   An
   PPC
Chart Info
Hover
High Drag
100% RPM R
Zero Wind
Page 7A-16




             58%
 2500/3000        25/30             15000


                           .99        1.0    .98
                           .991       1.0    .982
                          111       112     110
                      21250/22000
                          92/96
                           58




6000         25

                          .992       1.0    .984
                          94        95      93
Velocity Never to Exceed (Vne)
 The  maximum permitted airspeed as a
  function of temperature, pressure
  altitude, and aircraft weight
 Exceeding this airspeed may cause the
  rotor system to encounter the effects of
  retreating blade stall
 Stall has not been encountered in one G
  flight up to the airspeeds shown on the
  Vne chart in the -10
Velocity Never to Exceed (Vne)
 Exceeding  this airspeed may also cause
  advancing blade compressibility (-10C
  and colder), and/or aircraft structural
  damage
 This airspeed cannot be obtained in level
  flight
Velocity Never to Exceed (Vne)
 If Vne minus 15 KIAS is a lesser value
  than MAX RANGE IAS, this lower value
  will be the recommended maximum
  turbulence penetration airspeed
 The 15 knot speed reduction reduces the
  likelihood of the pilot exceeding Vne due
  to airspeed fluctuations associated with
  turbulence
Chart Info
 Airspeed
 NO ESSS
100% RPM
 Page 5-14




             180 KIAS
  2500/3000        25/30                 15000


                               .99        1.0    .98
                               .991       1.0    .982
                                111       112    110
                           21250/22000
                              92/96
                                58




6000          25               180

                              .992        1.0     .984
                              94         95      93
      Cruise Speed IAS/TAS
 These airspeeds are dictated by the
  mission or chosen by the pilot within
  aircraft limits
 Indicated airspeed is the airspeed shown
  on the pitot static airspeed indicator that
  has been calibrated for standard sea level
  pressure and is uncorrected for airspeed
  system errors
      Cruise Speed IAS/TAS
 Calibrated   airspeed is the indicated
  airspeed corrected for position and
  instrument error
 Calibrated airspeed would be equal to
  true airspeed (TAS) at standard pressure
  at sea level
 The error is usually small and may be
  computed with reference to the -10
        Cruise Speed IAS/TAS
 TAS   is calibrated airspeed corrected for
  error due to density altitude
 Since the airspeed indicator is calibrated
  for the dynamic pressures corresponding
  to airspeeds at sea level conditions,
  variations in air density must be
  accounted for
      Cruise Speed IAS/TAS
 When   determining the IAS to be used for
  the PPC, the pilot should use the speed
  that the aircraft will be at for the
  majority of the flight profile
 When determining single engine (SE)
  cruise speed, the pilot has the option of
  choosing any speed that falls within the
  MIN/MAX SE envelope.
        Cruise Speed IAS/TAS
 The pilot may wish to consider using at
 least 80 KIAS or higher. 80 KIAS
 provides the minimum rate of descent for
 autorotation and would ensure sufficient
 airspeed available to arrest the rate of
 descent should the other engine become
 inoperative
      Cruise Speed IAS/TAS
 Autorotative   decelerations initiated at
  speeds below 80 KIAS will most likely
  result in aircraft damage
 Although it will not always be possible,
  an airspeed should be used that will
  maintain cruise flight at or below your
  continuous torque available SE
 Torques above your continuous value will
  limit you to 30 minutes of operation if
  that power setting is maintained
Chart Info
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60
               115 KTAS
Chart Info
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60




               96 KTAS
 2500/3000        25/30                15000


                          .99          1.0     .98
                          .991         1.0     .982
                          111          112     110
                      21250/22000
                         92/96
                          58




6000         25                180

                            .992       1.0     .984
                            94         95      93
                          100    115   80       96
           Cruise Torque
 Thisis the torque required to maintain
 the Cruise Speed (IAS or TAS) that you
 have selected for the mission
Chart Info
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60




               44%
Chart Info
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60




               38 X 2 = 76%
 2500/3000        25/30                15000


                           .99          1.0    .98
                           .991         1.0    .982
                          111           112    110
                      21250/22000
                          92/96
                            58




6000         25               180

                            .992        1.0    .984
                           94           95     93
                          100    115    80      96
                             44           76
           Cruise Fuel Flow
 This  is the predicted fuel flow (burn rate)
  that the aircraft will have at Cruise
  Torque
 With bleed-air extracted, adjust fuel flow
  as follows:
   Eng. Anti-Ice On - Add 100 lbs/hr
   Heater On - Add 12 lbs/hr
   Both On - Add 112 lbs/hr
          Cruise Fuel Flow
 This will hold true for SE MTA Fuel
  Flow except the values are half of that
  stated
 These values are different for different
  helicopter models
 See the -10 for the values for the UH-60A
 Also see the -10 if HIRSS is installed and
  baffles removed
 This is not a normal configuration
Chart Info
   Cruise
Clean Config   775 lbs/hr
 6000ft. PA
  30 deg C
 Page 7A-60
Chart Info     1100/2 = 550 lbs/hr
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60
  2500/3000        25/30                 15000


                            .99            1.0    .98
                            .991           1.0    .982
                            111          112     110
                       21250/22000
                           92/96
                            58




6000          25               180

                              .992        1.0    .984
                             94          95    93
                           100     115    80      60
                             44             76
                             775             550
 Continuous Torque Available
 This is the most torque the engines can
  produce and remain out of all of your 30
  minute engine operating limits
 You will be at the top of one or more of
  your continuous limitations:
   TGT  - 810C
   NG - 99%
   Eng Oil Temp - 135C
 Continuous Torque Available
 As far as pre-mission flight planning, this
  torque value is pretty limited in it’s
  application
 A more practical value would be a
  continuous airspeed which could be used
  for determining times enroute and flight
  plan speeds
 Continuous Torque Available
 As  a technique, the pilot may obtain a
  continuous airspeed by tracing the
  Continuous Torque available line upward
  until you intersect your aircraft GWT
 Read horizontally to indicated airspeed
 This will provide the pilot with a speed
  value to fly as quickly as possible to
  his/her destination, while remaining
  outside of any 30 minute limits
 Continuous Torque Available
 Notice  that unlike the ATF lines, there is
  only one Continuous Torque line on your
  cruise charts
 The Continuous Torque line in the cruise
  chart represents an averaged ATF of .95
  or greater
 If the aircraft ATF is lower than .95, the
  Continuous Torque value will be less
  than the PPC indicates, but we have no
  means to compute how much less
 Continuous Torque Available
 Notice  also that the Continuous Torque
  line stops at approximately 70-80 KIAS
 For torques below these speeds, read
  vertically down from where the
  Continuous Torque line terminates to
  obtain this value
 DO NOT interpolate below the line
 Continuous Torque Available
 Both  the Continuous Torque and ATF
  lines are slanted to the right as you move
  upward
 This is to show the increase in torque
  produced by the engines as the aircraft
  increases speed
 With faster speeds, each engine intake
  will receive a larger volume of air per
  unit of time to work on, which results in
  more power output available
 Continuous Torque Available
 Notice  also, the PA and Temp
  combination of 30C and zero feet PA
  shows that the Continuous Torque line
  disappears off the cruise charts
 This is because when operating in colder
  temperatures, the 100% Dual Engine
  Torque limit will be reached before the
  engines enter a 30 minute limit
 Continuous Torque available will then be
  the same as MTA
 Continuous Torque Available
 The  pilot should be aware that operating
  while bleed-air is being extracted from
  the engines will result in a lower
  Continuous Torque Available value than
  shown on the PPC
 When bleed air is taken from the engines,
  they operate less efficiently and result in
  higher turbine temperatures to produce
  the same amount of torque as without
  bleed air usage
 Continuous Torque Available
 Just  as MTA is reduced with bleed air
  extracted , Continuous Torque Available
  is also going to be lower due to reaching
  the Continuous TGT value earlier (810C)
 The -10 or ATM does not discuss this
  situation, but the pilot may want to
  consider subtracting the applicable
  torque for heater and/or anti-ice
  operation when in use
Chart Info
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60




               81%
Chart Info
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60




               80%
  2500/3000        25/30                 15000


                           .99            1.0     .98
                           .991           1.0     .982
                           111           112     110
                       21250/22000
                          92/96
                           58




6000          25                180

                              .992        1.0    .984
                              94         95     93
                           100     115    80     96
                              44             76
                              775            550
                             81             80
        Max Endurance IAS
 Max   Endurance IAS is based on drag
  data
 This figure correlates to the maximum
  lift to drag ration (L/D max) and will
  result in the most aerodynamically clean
  airspeed for flight at a given GWT and
  environmental condition
        Max Endurance IAS
 Max   Endurance will allow you to fly
  straight and level for the longest period
  of time (time aloft) due to the lowest fuel
  burn rate
 This airspeed will produce Max
  Endurance only when operating at a
  torque value that provides level flight
 This associated torque value can be
  derived off the cruise chart is desired
Chart Info
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60




               62 KIAS
  2500/3000        25/30                 15000


                           .99             1.0     .98
                           .991            1.0     .983
                           111           112     110
                       21250/22000
                          92/96
                           58




6000          25                180

                              .992        1.0    .984
                             94          95     93
                           100     115    80     96
                             44              76
                             775             550
                             81             80
                                   62
           Max Range IAS
 This is the airspeed which will take you
  the farthest distance for a given amount
  of fuel
 This is the best miles per gallon airspeed
  under zero wind conditions
 This airspeed can also be used as
  Turbulence Penetration Airspeed
  provided it is less than Vne minus 15
  knots
          Max Range IAS
A   method of estimating Max Range IAS
  in winds is to increase Max Range IAS by
  2.5 knots for each 10 knots of effective
  headwind (which reduces flight time and
  minimizes loss in range)
 You can also decrease Max Range IAS by
  2.5 knots for each to knots of effective
  tailwind due to economy
Chart Info
   Cruise
Clean Config
 6000ft. PA    122 KIAS
  30 deg C
 Page 7A-60
  2500/3000        25/30                 15000


                            .99            1.0     .98
                            .991           1.0     .982
                            111          112     110
                       21250/22000
                           92/96
                            58




6000          25                180

                              .992        1.0    .984
                              94         95     93
                           100     115    80     96
                              44             76
                              775            550
                              81             80
                                 62
                              122
    Single-Eng Capability IAS
           (MIN/MAX)
 These  are the minimum and maximum
  airspeeds possible without losing altitude
  with a single engine operating
 Operating between these airspeeds will
  maintain RPMR within limits
 If the derived airspeed is less than 40
  KIAS, the airspeed indicators will be
  unreliable
       Single-Eng Capability IAS
              (MIN/MAX)
 Ifthe derived airspeed exceeds 130 KIAS
  the SE max airspeed is still 130 KIAS
 Remember that the accuracy of these
  values depends on which engine becomes
  inoperative
 These figures are based on your lowest
  ETF engine operating and at takeoff
  GWT
Chart Info
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60    25 to 106 KIAS
 2500/3000        25/30                 15000


                           .99            1.0     .98
                           .991           1.0     .982
                           111          112      110
                      21250/22000
                          92/96
                           58




6000         25                180

                            .992         1.0      .984
                             94         95       93
                          100     115    80        96
                             44                76
                             775               550
                             81               80
                                 62
                             122
                                         25     106
         Max Allowable GWT
           Single Engine
 Thisis the maximum amount of weight
 the remaining engine is capable of
 powering for level flight
Chart Info
   Cruise
Clean Config
 6000ft. PA
  30 deg C
 Page 7A-60




               19,000 lbs
  2500/3000        25/30                 15000


                            .99            1.0     .98
                            .991           1.0     .982
                            111          112     110
                       21250/22000
                           92/96
                            58




6000          25                180

                              .992        1.0    .984
                              94         95     93
                           100     115     80     96
                              44             76
                              775            550
                              81             80
                                 62
                             122
                                         25   106
                                          19,000
               Arrival Data
 Arrival  data will be computed when the
  conditions differ significantly from
  departure conditions
 This is defined as an increase of:
   10degrees C in FAT
   2000 ft PA
   1000 lbs GWT

 Complete    data on your own
   6000   PA, 25 FAT, 14000 GWT
6000    25                  14000


            .99       1.0     .985
            100      101     99
       19,500/22,000
            54
            62
  Recomputation of PPC Data
 PPC  will be recomputed whenever a
 significant change in the mission’s
 conditions occurs as discussed earlier
QUESTIONS??

								
To top