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AH-64E > CH5_LIMITS > Flashcards

CH5_LIMITS Flashcards

1
Q

NR
ROTOR LIMITS

A

110: Maximum (>110 RED)
105-110: Transient (YELLOW)
105: High Rotor Warning Annunciated
97-104: Normal (GREEN)
97: Low Rotor Warning Annunciated
0-96: Transient (RED)

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2
Q

ENGINE OIL PSI NOTE (-10,Ch5-3)

A

It is normal for oil pressure to be high during first start when oil is cold. Oil pressure should return to normal limits after 5 minutes of operation at idle. Do not accelerate above ground idle until oil pressure can be held at or below maximum limit throughout acceleration.

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3
Q

ENG1 or ENG2
OIL PRESSURE (PSI)

A

120: Maximum (>120 REDwBOX)
23-120: Normal (GREEN)
23: Minimum (<23 RED)

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4
Q

HYDRAULIC PRESSURE (PSI)

A

> 3410: Transient perm for 5sec (YELLOW) >=5sec (REDwBOX)
3310-3400: Transient perm for 5min (YELLOW) >= 5min (REDwBOX)
2700-3300: Normal
1260: Minimum (<1260 REDwBOX)

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5
Q

TGT LIMITER NOTE (-10,Ch5-4)

A

Each engine incorporates a TGT limiter control which limits engine operation according to the following indicated TGT value:
Dual Engine: 879c +-5
Single Engine: 903c +-5

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6
Q

TGT LIMITS

A

949: Maximum (>949 RED)
904-949: Transient 12sec (YELLOW)
880-903: Contingency 2.5min (YELLOW)
847-879: Max Rated Power 10min (YELLOW)
851: Max During Start
794-846: Intermediate Rated Power 30min
793: Maximum Continuous
0-793: Normal

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7
Q

NP SPLIT NOTE

A

It is not abnormal to observe a NP split between ENG1 and ENG2 during autorotational descent when the engines are fully decoupled from the transmission. An increase from 100% to 105% is possible.

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8
Q

MAX NP VERTICAL TAPE INDICATION

A

120%

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9
Q

NP LIMITS

A

119: Maximum (>119 REDwBOX)
114: Engine Overspeed Annunciated
104-119: Transient 12sec (YELLOWwBOX@114)
0-103: NORMAL (GREEN)

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10
Q

ENG1 or ENG2
NG LIMITS

A

106.0: Maximum (>106.0 RED)
105.1-106.0: Transient 12sec (YELLOW)
63.1-105.0: Normal (GREEN)
63.0: Minimum Engine Out Annunciated (<63.0 REDwBOX)

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11
Q

TORQUE % WHEN
NR < 50%

A

30: Maximum (>30 RED)
0-30: Normal (GREEN)

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12
Q

TORQUE % WHEN
NR < 90%

A

70: Maximum (>70 RED)
0-70: Normal (GREEN)

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13
Q

TORQUE %
DUAL ENGINE

A

115: Maximum (>115 RED)
101-115: Transient 6sec (YELLOW)
0-100: Normal (GREEN)

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14
Q

TORQUE %
SINGLE ENGINE

A

125: Maximum (>125 RED)
121-125: Transient 6sec (YELLOW)
111-120: SE Contingency 2.5min (YELLOW)
110: SE Maximum Continuous (GREEN)
0-110: Normal (GREEN)

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15
Q

APU OPERATING CAUTION

A

Avoid prolonged operation at 94%-96% NR with the APU running. The APU clutch will oscillate from engaged to disengaged. This creates high loads on the clutch and shall be avoided.

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16
Q

APU OPERATING LIMITS

A

APU operation is PROHIBITED during normal flight. After a fault or aborted start, wait 30sec after APU has stopped before attempting another start. After 2 consecutive start at-tempts, wait 20min before third start attempt. No more than 3 start attempts are permitted in one hour.

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17
Q

EXTENDED APU GROUND OPERATIONS

A

Extended APU Ground Operations. During prolonged ground operations greater than 30min, observe XMSN TEMP 1 and XMSN TEMP 2 on the SYS page. If the temperatures exceed 140c, the APU shall be shutdown and the transmission fluid allowed to cool for 30min 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.

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18
Q

AIRSPEED LIMITS FOR AUTOS

A

145: Maximum
Maximum airspeed for autorotation is 145 KTAS. Above 145 KTAS, drag on the rotor system will cause NR to decay rapidly.

19
Q

ENGINE STARTER LIMITS

A

The Air Turbine Starter (ATS) is capable of making the number of con-secutive start cycles listed below, when exposed to the environmental conditions specified, with an interval of at least 60sec 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 60sec 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.

20
Q

ENGINE STARTS @
61f/16c AND BELOW

A

2 consecutive start cycles may be made, followed by a 3min rest period, followed by two additional consecutive start cycles. A 30min rest period is then required before any additional starts.

21
Q

ENGINE STARTS ABOVE 61f/16c

A

2 consecutive start cycles may be made. A 30min rest period is then required before any additional starts.

22
Q

DUAL ENGINE STARTS

A

Dual engine starts are prohibited due to insufficient IPAS air.

23
Q

MAX AIRSPEED FOR SE OPERATION

A

The greater of:
1) 67% VNE determined from Fig 5-12 using gross weight line.
2) The airspeed for minimum power determined from the applicable Chapter 7 cruise charts using the MAXEND/MAX R/C lines.

24
Q

MAX AIRSPEED FOR MANSTAB OPERATIONS

A

Maximum airspeeds are based on stabilator position. The stabilator position and nominal air-speed restrictions are displayed on the FLT, FLT SET and SYS pages, as described in Paragraph 2-47 d.

25
Q

MAX AIRSPEED
REARWARD / SIDEWARD

A

Maximum rearward and sideward airspeed is 45 KTAS for all gross weights due to the possibility of loss of tail rotor effectiveness.

26
Q

MAX AIRSPEED
SEARCHLIGHT OPERATIONS

A

The searchlight is designed for operation (extend/retract/rotate) at airspeeds up to 90 knots. However, if movement operation is not attempted, the light head can be left in any extended position at speeds up to VNE.

27
Q

RCEFS NOTE

A

Flight with RCEFS is authorized up to VNE.

28
Q

MAX AIRSPEED
CEFS INSTALLED

A

The maximum airspeed when a CEFS tank(s) is installed in any configuration is 130 KTAS.

29
Q

MAX AIRSPEED
STORES JETTISON

A

Jetti-son of external armament stores is not authorized except for emergency situations and then only from unaccelerated flight during:

1) 130 KTAS Maximum

2) Hover to 45 KTAS (minimize side slip, if possible)

3) 45 to 130 KTAS (ball centered, if possible)

30
Q

EXTERNAL TANKS JETTISON
MAX AIRSPEED

A

Jettison of external fuel tanks is not authorized except for emergency conditions. Every effort should be made to jettison the tanks from trimmed, level flight at airspeeds less than 100 KTAS.

31
Q

OPERATING AT 9,000+ DA

A

Level Flight: 40 KTAS Minimum - 130 KTAS Maximum
Maneuvering: 57 KTAS Minimum - 108 KTAS Maximum
T/O + Landing: Authorized below minimum KTAS

32
Q

WARNING
LOW G / LOW FUEL

A

Extended maneuvering flight below 0 G and / or high sideslip angles with nose low attitudes with low fuel can result in the fuel pickup in the fuel cell ingesting nitrogen instead of fuel. This can result in momentary loss of power or engine flameout. The lower the fuel quantity the more sensitive the fuel system becomes to high sideslip angles and or low G maneuvering, thereby increasing the possibility of flameout. If indications of loss of engine oil pressure or potential impending engine flameout occur,return to level flight as soon as possible.

33
Q

CAUTION
MANEUVERING FLIGHT AT LOW AIRSPEED

A

Maneuvering flight requiring large abrupt collective, pitch, roll or yaw inputs at airspeeds below 45 knots should be avoided. Flight at reduced G levels aggravate the normal flapping which occurs in this environment and if combined with aggressive control inputs can result in damage to the aircraft. Regardless of the control strategy used to recover from this environment the control inputs should be made at a rate no faster than the aircraft fuselage can react.

34
Q

NOTE
AGGRESSIVE ACFT MANEUVERS

A

Performing aggressive aircraft maneuvers may cause oil leaks past the engine #3 bearing seal which could result in high oil consumption.

During training these maneuvers shall not be flown with less than 400 pounds fuel remaining in each fuel cell.

35
Q

MANEUVERING LIMITS

A

Intentional maneuvers beyond attitudes ±60° in pitch or ±120° in roll are prohibited.

36
Q

EXCESSIVE TAIL ROTOR SCISSOR LOADS

A

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.

37
Q

EXCESSIVE TAIL ROTOR LOADS

A

Avoid large pedal step inputs in arresting right hovering/low speed yawing turns greater than 60°/second. This is to prevent excessive tail rotor drive system loads.

38
Q

FLIGHT WITH CANOPY OPEN

A

Flight with the canopy open is prohibited, except for smoke/fume elimination.

39
Q

LANDING LIMITS

A

Do not complete a landing on terrain which produces a pitch attitude change from a hover greater than 7° nose up or 10° nose down; or a roll attitude greater than 10°. Data is not available beyond these limits at gross weights above 17,650.

7 UP
10 DOWN
10 ROLL

40
Q

CAUTION
MANEUVERING LIMITS ASYMMETRIC LOADS

A

Known or forecast winds or gusts over 25 kts.

Slope landings roll attitude greater than 5 DEG.

41
Q

FLIGHT INTO TURBULENCE

A

Flight into known or forecast extreme turbulence or into known severe turbulence is prohibited.

42
Q

FLIGHT INTO ICING

A

Intentional flight into known or forecast moderate icing conditions is prohibited. Flight in light or trace icing is authorized only as a transient condition. If icing is encountered the crew will attempt to exit the condition as soon as practicable.

43
Q

ROTOR START/STOP

A

Maximum wind velocity for rotor start or stop is 45 knots to prevent droop stop damage.

44
Q

ABORT START CONDITIONS

A

-If it becomes apparent that TGT will exceed 851° C before NG idle speed (63% or more) is attained
-If there is no rise/indication of TGT, NP, Oil Pressure within 45 sec after power lever to idle
-If ENG1/2 START advisory is removed prior to attaining 52% NG

AH-64E (4 decks)

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