AH-64D Chapter 5 Limitations
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Created by:
chopperdoc79 on February 22, 2012
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Description:
AH-64 D BLK 2
TM 1-1520-251-10-2
Flash Cards (Updated 31 July 2012)
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39 terms
Terms | Definitions |
|---|---|
 Nr Limits | 110 Max (> 110 red) 106 - 110 Transient (yellow) 106 High Rotor Warning Annunciated 95 - 105 Normal Operation (green) 0 - 94 Transient Operation (red) |
| Engine Oil PSI | 120 Maximum (>120 Red w/ box) 23 - 120 Normal Operation (green) 23 Minimum (< 23 red) |
| Hydraulic PSI Limits | > 3410 Transient permitted for 5 secs (yellow) (=> 5 secs red w/ box) 3310 - 3400 Transient permitted for 5 mins (yellow) (=> 5 mins red w/ box) 2750 - 3300 Normal operation (green) 1260 Minimum (< 1260 red w/ box) |
| Np Limits | 121 Maximum (> 121 red w/ box) 115 Engine overspeed annunciated 106 - 121 Transient operation, 12 sec (yellow w/ box at 115) 0 - 105 Normal operation (green) |
| TGT Limits 701C | 949 Maximum (> 949 red) 904 - 949 Single Eng transient, 12 sec (yellow) 879 - 903 Single Eng contingency 2.5 min (yellow) 852 - 878 Intermediate rated power 10 min (yellow) 851 Maximum during start 811 - 851 Intermediate rated power 30 min (yellow) 810 Maximum continuous power 0 - 810 Normal operation (green) |
| Engine Starts at Ambient Temperatures of 61 F (16 C) and Below | 2 consecutive start cycles may be made, followed by a 3 minute rest period, followed by 2 additional consecutive start cycles. A 30 minute rest period is then required before any additional starts. |
| Engine Starts at Ambient Temperature Above 61 F (16 C) | 2 consecutive start cycles may be made. A 30 minute rest period is then required before any additional starts. |
| Duel Engine Starts | Duel engine starts are prohibited due to insufficient IPAS air |
| 701C TGT Limiters | 867 + - 12 Duel Engine (855 - 879) 896 + - 12 Single Engine (884 - 908) |
| Ng Limits | 105.1 Maximum (>105.1 red) 102.3 - 105.1 Transient 12 sec (yellow) 63.1 - 102.2 Normal operation (green) 63 Minimum engine out warning annunciated (<63.0 red w/ box) |
| Torque Limits with Nr < 50% | 30 Maximum (> 30 red) 0 - 30 Normal operation (green) |
| Torque Limits with Nr < 90% | 70 Maximum (> 70 red) 0 - 70 Normal operations (green) |
| Duel Engine Torque Limits | 115 Maximum (>115 red) 101 - 115 Transient 6 sec (yellow) 0 - 100 Normal operation (green) |
| Single Engine Torque Limits | 125 Maximum (> 125 red) 123 - 125 Transient 6 sec (yellow) 111 - 122 Single engine contingency, 2.5 min (yellow) 110 Single engine maximum continous power (green) 0 - 110 Normal operation (green) |
| APU Operating Limits | APU operation is prohibited during normal flight. After a fault or aborted start, wait 30 seconds after APU has stopped before attempting another start. After 2 consecutive start attempts, wait 20 minutes before third start attempt. No more then 3 start attempts are permitted in one hour. |
| Extended APU Ground Operations | During prolonged ground operations greater than 30 minutes, observe XMSN TEMP 1 and XMSN TEMP 2 on the SYS page. If the temperatures exceed 130* C, the APU shall be shutdown and the transmission fluid allowed to cool for 30 minutes prior to resuming APU ground operations; or transmission fluid may be cooled by operating an engine with rotor turning. There is no requirement to remove transmission side panels during extended APU ground operations. However, the transmission fluid will not get as hot under high ambient temperature conditions if the side panels are removed. |
| APU Cautions | Avoid prolonged operation at 94% - 96% Nr with APU running. The APU clutch will oscillate from engaged to disengaged. This creates high loads on the clutch and shall be avoided. Do not operate the APU for more then 5 minutes at a XMSN TEMP 1 or 2 of 120 - 130* C. Shut down APU to prevent damaging accessory gearbox components. |
| Max Weight Limitations | The aircraft max gross weight is 20,260 pounds, except for non-tactical ferry flights, which may not exceed 23,000 pounds. |
| Airspeed for Autorotation | Maximum airspeed for autorotation is 145 KTAS. Above 145 KTAS drag on rotor system will cause Nr to decay rapidly |
| Airspeed Limits with One Engine Inoperative | Maximum airspeed with one engine inoperative is the greater of: 1. 67% VNE determined from figure 5-15 using the GROSS WEIGHT line. Above this, a successful autorotation may not be possible due to rapid Nr decay. 2. The airspeed for minimum power determined from the applicable Chapter 7 cruise charts using the MAX END/MAX R/C lines. |
| Maximum Airspeeds During Manual Stabilator Operations | Maximum airspeeds are based on stabilator position. The stabilator position and nominal airspeed restrictions are displayed on the FLT, FLT SET, and SYS pages, as described in Paragraph 2.47d. |
| Maximum Rearward / Sidward Airspeed | Maximumm rearward / sideward airspeed is 45 KTAS for all gross weights |
| Maximum Airspeed for Searchlight Extension | The searchlight is designed for operation (extend / retract / rotate) at speeds up to 90 knots. However, as long as operation is not attempted, the light head can be left in any extended position at speeds up to VNE. |
| Maximum Airspeed with Symmetrically Loaded External Fuel Tanks (2 & 4) Installed | Max airspeed with external tanks installed 130 KTAS to prevent structural damage |
| Maximum Airspeed for Stores Jettison | 1. Maximum airspeed for stores jettison is 130 KTAS 2. Hover to 45 KTAS (minimize side slip, if possible) 3. 45 to 130 KTAS (ball centered, if possible) |
| Maximum Airspeed for External Tanks Jettison | 100 KTAS Maximum |
| Maneuvering Limits | Intentional maneuvers beyond attitudes + - 30 in pitch or + - 60 in roll are prohibited |
| Prevent Excessive Tail Rotor Loads | Avoid large pedal step inputs in arresting right hovering / low speed yawning turns greater than 60* / second. This is to prevent excessive tail rotor drive system loads. |
| Excessive Tail Rotor Scissors Loads | Avoid aggressive directional and lateral control inputs greater than 1 inch/second when conducting combat maneuvers requiring a left turn. This is to prevent excessive tail rotor scissors loads. |
| Flight with Canopy Enclosure Open | Flight with the canopy open is prohibited, except for smoke / fume elimination. |
| Landing Limits | Do not complete a landing on terrain which produces a pitch attitude change from a hover greater then 7 nose up or 12 nose down; or a roll attitude greater than 10*. Data is not available beyond these limits at gross weights above 17,650. |
| Flight into Turbulence | Flight into known or forecast extreme or into know severe turbulence is prohibited. |
| Flight into Icing Conditions | Intentional flight into moderate icing conditions is prohibited. Flight into known or forecast trace or light icing conditions is authorized and not considered a hazard unless the condition is encountered for an extended period (over one hour). |
| Flight into IMC | The aircraft is not qualified for IMC flight. The back-up flight instruments are required to be installed and operational for all flights. |
| Rotor Limitations - Start and Stop Limits | Maximum wind velocity for rotor start and stop is 45 knots to prevent droop stop damage. |
| Use of Force Trim | Force trim will not be selected off except in a failed or partial failed mode. |
| Engine Oil Pressure "Note" | It is normal for oil pressure to be high during first start when oil is cold. Oil pressure should return to normal after 5 minutes of operation at idle speed. Do not accelerate above ground idle speed until oil pressure can be held at or below maximum limit throughout acceleration. |
| Np "Note" | It is not abnormal to observe a Np split between ENG 1 and ENG 2 during autorotational descent when the engines are fully decoupled from the transmission. An increase from 101% to 103% is possible for 701C only. Maximum Np vertical tape indication is 120% |
| Engine Starter Limitations | The Air Turbine Starter (ATS) is capable of making the number of consecutive start cycles listed below, when exposed to the environmental conditions specified, with an interval of at least 60 seconds between the completion of one cycle and the beginning of the next cycle. A starting cycle is the interval from start initiation and acceleration of the output drive shaft, from zero rpm to starter dropout. The 60 second delay between start attempts applies when the first attempt is aborted for any reason and it applies regardless of the duration of the first attempt. If motoring is required for an emergency, the 60 second delay does not apply. |
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