Limits Flashcards
TGT (°C)
0-810: continuous - green
810-851: 30 Min - yellow
851-878: 10 min - red
878-903: 2.5 min - red
903-949: 12 sec - red
949: max - red
Np
Avoid: <96% (red)
Continuous: 96-105% (green, yellow above 101%)
20 sec: 105-117% (yellow)
12 sec: 117-120% (yellow)
Max: 120% (red)
C- During engagement, extended ops in the 20-40% and 60-75% ranges may cause engine damage
Nr
Avoid: <96% (red)
Continuous: 96-101% (green)
Precautionary: 101-120% (yellow
Max: 120% (red)
Max for FCF only: 123 (red)
Overspeed latch: 127 (red)
Dual Engine TRQ
<80 KIAS
Continuous: 0-120% (green)
10 sec: 120-144% (yellow)
Max: 144% (red)
N- Dual engine torque limits apply when both engines are above 65% torque
Dual-Engine TRQ
>80 KIAS
Continuous: 0-106% (green)
10 Sec: 106-127% (yellow)
Max: 127% (red)
N- Dual engine torque limits apply when both engines are above 65% torque
Single-Engine TRQ
Cont: 0-135% (green)
10 sec: 135-144% (red)
Max: 144% (red)
Ng
Cont: 0-102.2% (green)
2.5 min: >102.2-106% (yellow)
12 sec: >106-107% (red)
Max: 107% (red)
XMSN Temperature
Cont: -50-105˚C (green)
Precautionary: 105-120 (yellow)
Max: 120 (red)
XMSN Pressure
Min: 20psi (red)
Idle & Transient: 20-30 (yellow)
Cont: 30-65 (45-60 in level flight) (green)
Precautionary: 65-130 (yellow)
Max: 130 (red)
ENG Oil Temperature
Cont: -50-135˚C (green)
30 min: 135-150 (yellow)
Max: 150 (red)
ENG Oil Pressure
Min: 22 psi (red)
Precautionary: 22-26 (yellow)
Cont: 26-100 (green)
Precautionary: 100-120 (yellow)
Max: 120 (red)
ENG start
<16 C
Starter engaged: Starter disengaged
1st cycle: 60 sec
2nd: 60 sec
3rd: 60 sec
4th: 30 min
*a 60 sec delay between start attempts is required any time a start is aborted except during emergencies
N - a start cycle is defined as starter initiation, acceleration in Ng, and starter dropout/disengagement
N - Times for motoring are cumulative
ENG Start
16-52 C
Starter Engaged: Starter Disengaged
1st cycle: 60 sec
2nd: 30 min
*a 60 sec delay between start attempts is required any time a start is aborted except during emergencies
N - a start cycle is defined as starter initiation, acceleration, and dropout
N - Times for motoring are cumulative
ENG Motor (ignition off)
Any Temp
Starter Engaged: Starter Disengaged
2 min: 5 min
2 min: 30 min
N - a start cycle is defined as starter initiation, acceleration, and dropout
N - Times for motoring are cumulative within a 5 min period
Min planned fuel on landing
No less than 600 lbs
In-flight uses of APU
The APU is not intended for routine in-flight use. Operation of the APU in flight shall be limited to essential operations only. Acceptable in-flight use includes:
1. EPs
2. Single engine training
3. practice autos
4. powering ECS during extreme temp ops
Exceeding Op’ing limits
-Anytime an operational limit is exceeded, an appropriate entry shall be made on a Maintenance Action Form (MAF). The entry shall state what limits were exceeded and include range, duration, and any additional data that would aid maintenance personnel.
-The flight display’s digital readout will display “XXX” in red when a TGT or torque limit is exceeded.
-If a limit is exceeded to the extent that a red “XXX” is indicated, the crew shall land as soon as practicable.
Engine Start Limitations
- The single- and dual-engine start envelopes are presented in Figure 4-3. For crossbleed starts, the receiving engine shall be at or above 24 percent Ng prior to advancing PCL to IDLE.
- Engine start with the main rotor blades or tail rotor pylon folded is prohibited.
- The start TGT limit is 851 °C until idle speed is attained.
Chart “Engine Start Envelope”
-(-)54-53°C single engine start limit
-Dual engine start up to 6k’ PA up to 6°C
-Above 24°C dual engine start not possible
-Single engine start up to 18k’ PA up to 12°
-up to 10k’ PA up to 30°
-Above 52°C single engine start not possible
Engine operation prohibited with…
Engine operation with gust lock engaged is prohibited.
XMSN limited by
- Nr
- Torque
- Oil px
- Oil T
Operation is governed by whichever limit is reached first.
N - Engine torques over 150% are displayed as red “XXX.”
XMSN Oil Pressure Operating Limits
During steady-state level pitch attitudes (i.e., level flight), the transmission oil pressure should be 45 to 60 psi. The following conditions do not constitute an immediate emergency situation, but may be indicative of a degraded lubrication system. Any discrepancy shall be documented on a Maintenance Action Form (MAF).
- Steady pressure outside of 45 to 60 psi, but within the normal limits of 30 to 65 psi.
- Fluctuations not to exceed a range of 10 psi, within the normal limits of 30 to 65 psi.
-During transient pitch or steady-state nose-high pitch attitudes (autorotations, downwind hovering, rearward flight, slope-up landings, etc.) transmission oil pressure fluctuations (including momentary fluctuations below 30 psi and transient drops below 20 psi for up to one second) are acceptable. Operating with pressure fluctuations below 30 psi shall be limited to 30 minutes.
-During rotor engagement, a zero oil pressure indication may indicate a no-oil-flow condition through the oil lubrication system. Operating with a no oil pressure indication shall be limited to less than 1 minute and shall be documented on a Maintenance Action Form (MAF).
XMSN Oil Temperature Operating Limits
-During any operating condition, no maintenance action is required if main transmission oil temperature is in the precautionary range continuously for 5 minutes or less.
-Prolonged Hovering in hot weather, 86 °F (30 °C), may cause main transmission oil temperature to rise into the precautionary range. Operation in the precautionary range for less than 30 minutes during any one flight under this condition is acceptable and no maintenance action is required.
Rotor Engagement and Disengagement
Max wind velocity: 45 kts any direction
Vne
180 KIAS
A/S
Max as limited by bladestall
refer to chart
A/S
Sideward/rearward flight
35 kts
A/S
Autorotation
100 KIAS
A/S
Boost off
140 KIAS
A/S
SAS 1 and SAS 2 INOP in IMC
125 KIAS
A/S
Either PRI SERVO PRESS caution
125 KIAS
A/S
Searchlight in fixed position other than stowed
160 KIAS
A/S
Searchlight in transition
100 KIAS
A/S
Dome at or above trail (cable extended 10’ dome approx 6’ below aircraft)
70 KIAS
45° AOB
A/S
Dome below trail
70 KIAS
15° AOB
A/S
Cabin door opening/ closing
60 KIAS
N - With cabin door open, uncoordinated flight should be avoided
N - With FLIR installed, failure to maintain balanced flight below 90 KIAS in descents over 1,000 fpm will result in inaccurate and erratic a/s indications
External Loads
-Rate of descent is limited to 1,000 fpm for rescue hoist loads.
-35 (sideward/rearward) - 40 (fwd) 10° AOB
-40-90: 20° AOB
-90-120: 10° AOB
Hovering limits
- Prolonged rearward flight and downwind hovering should be avoided to prevent accumulation of exhaust fumes in the helicopter and heat damage to the window on an open cabin door
- Hovering turns >30˚ per sec
- Dipping sonar ops at alts other than 70’
C - Deviation of aircraft hover alt from 70’ while transducer assembly is entering or exiting the water may result in damage to the dipping sonar equipment due to electrostatic discharge
- Do not tow the transducer in the water above 8 KGS with array folded and 4 KGS with array unfolded
C - Exceeding 8 KGS with array folded or 4 KGS with array unfolded may cause TA cable separation
N - Towing is defined as the cable contacting the funnel. Aircraft ground speed may be greater than 8 KGS (folded) or 4 KGS (unfolded) provided the cable is not in contact with the funnel.
AOB
Normal ops
45˚
AOB
Ops >10,000’ DA
30˚
AOB
Either PRI SERVO PRESS caution ON
30˚
AOB
Boost off flight
30˚
MAX Operating DA
13,000’
Prohibited Maneuvers
- Aerobatic Flight
- Practice full autorotation landings
- Intentional approaches into or inducement of retreating blade stall
Rotor Brake Limits
-Max rotor speed for brake application is 76% Nr
-Routine rotor stops shall be made between 30-50% Nr and limited to 180 psi (to extend service life)
Blade, Pylon, and Stabilator Fold and Spread Limitations
Maximum wind velocity for blade fold and spread is 45 knots from any direction. Following a complete blade fold and spread cycle, allow a 10-minute cooling period before commencing another blade fold and spread evolution. A complete blade fold and spread cycle is defined as a full spread evolution followed immediately by a full fold evolution or vice versa.
Maximum wind velocity for tail pylon or stabilator fold/spread operations is 45 knots from any direction.
Max ROD level terrain
<19,500 lbs: not to exceed 720 fpm
>19,500 lbs: not to exceed 480 fpm
Max ROD sloped terrain
Not to exceed 360 fpm
Max touchdown speed
Tailwheel locked: 75 KGS
Tailwheel unlocked: 20 KGS
Max ground taxi speed
With tail gear shimmy damper: 40 KGS
W/o: 20 KGS
Slope landing limits
nose-up: 9˚
Cross-slope: 12˚
Nose-down: 6˚
N - A low frequency oscillation may occur when landing nose down on a slope with the cyclic near the aft stop
Downwind landings
Should be avoided
Windows
Shall not be installed or removed in flight, except during actual a/c emergencies
Max Gross Weight
23,500 lbs
Max launch and recovery gross weight
Aviation ships & amphibious assault aviation ships: 23,500 lbs
Air capable ships: 22,500 lbs
Max cargo floor loading
300 lbs per square foot
Refer to W&B data handbook for cabin area
Max cargo load
6,000 lbs
Max rescue hoist load
600 lbs
Lateral CG limits at max gross weight
8.0 inches right
7.5 inches left
Min Equipment for IMC
DCLTR PACAF WEB CLAMS
- Both FDs
- Both cockpit MDs or two of 3 MDs if qualified aircrewman aboard. WCA page shall be functional
- Both EGIs. Valid attitude data shall be provided by both and valid heading data by at least one
- One ADC providing pitot static info on both FDs
- slip/skid indicators on both FDs
- Standby magnetic compass with current calibration card
- Primary (MC) and backup (BC) computers
- Rad alt, providing info on both FDs
- Digital clock
- Pitot heat
- Windshield wipers
- all backup flight instruments (airspeed indic, baro altimeter, and att gyro)
- Instrument, navigation, and cockpit lighting
- Communication equipment
a. one vhf/uhf radio
b. ICS, all crewmembers
c. IFF xponder, as req by ATC
- TACAN
- SAS 2, trim, and auto pilot
- LAWS (over water)
- altitude hold (over water)
Min aircraft equipment for night flight over water
- LAWS
- Altitude hold (RADALT or BARALT)
Min Equipment for Flight into known/forecast icing conditions
Helicopters equipped with operable anti-ice and blade de-ice equipment are permitted flight into forecast or known trace or light icing conditions. All installed anti-ice/de-ice equipment (windshield, engine, rotor) shall be operational prior to flight. Helicopters not equipped with operable blade de-ice equipment are prohibited from flight into forecast or known icing conditions (ambient temperatures of 5 °C or below in visible moisture). Refer to Chapter 14 for specific information on flight in icing conditions.
The following icing limitations apply:
1. Flight into known icing conditions without de-ice equipment is prohibited.
2. Flight into forecasted or known moderate or severe icing conditions is prohibited.
Passengers
Helicopter emergency egress lighting sys (ADHEELS and IHEELS) shall be operational for all overwater flights requiring passengers/non aircrew in cabin, except in emergency situations
W -Gunner belts do not provide impact protection; therefore use of those belts shall be restricted to only those occurrences when mission accomplishment requires persons to be out of their seats. Such belts shall not be worn when strapped into a seat
Temperature Limits
Ops at temperatures below -40˚C (-40˚ F) or above 60˚C (140˚F) prohibited
Backup Hyd Pump operating times
During prolonged ground ops of pump with rotor sys static, backup pump is limited to the op’ing times below to prevent hydraulic fluid overheating
OAT: OP TIME: COOL DOWN
33-38˚C: 24 min: 72 min
39-60˚ C: 16 min: 48 min
APU Op’ing Limits
to prevent overheating, apu op at ambient temp of 43˚C and above with engine and rotor op’ing limited to 30 min.
With engine and rotor not op’ing, APU may be operated continuously up to an ambient temp of 51˚C
Engine limited by
Ng, Np, TGT, oil px, oil temp (GO POT)
Minimum Height for Safe Landing After Engine Failure
The height-velocity diagrams (Figure 27-7) show the combinations of speed and wheel height that should be avoided during normal operations to provide for safe landing if single- or dual-engine failure should occur. Delay in recognition of the single-engine failure or excessive maneuvering to reach a suitable landing area reduce the probability of a safe touchdown.
Joint Mission Planning System Limitations
Joint Mission Planning System (JMPS) performance and weight and balance calculations shall not be used as a
substitute for preflight performance calculations found in Part XI of NATOPS, and weight and balance calculations in accordance with NAVAIR 01-1B-50.
AUTHORIZED EXTERNAL/INTERNAL STORES
Only the stores found in NTRP 3-22.4-MH60R, Naval Aviation Technical Information Product (NATIP), may be carried and released. To carry/release any store not listed in NATIP, it must be authorized by the Naval Air Systems Command (NAVAIR) in an interim flight clearance
ENG Starter Limit - Abort Start
60 sec delay between start attempts is required anytime a start is aborted, except during emergencies
ENG START LIMITS (3)
- For crossbleed starts the receiving engine shall be at or above 24% Ng prior to advancing PCL to IDLE
- Engine start with main rotor blades or TR pylon folded is prohibited
- The TGT start limit is 851° until idle speed is attained
