PPC Info

Question 1

Change in Gross weight causes what Torque changes

Answer 1

A change in GWT of approximately 200 lbs equates to a change in TQ of approximately 1%

Question 2

Load

Answer 2

The amount of weight that can be jettisoned from the wing pylons. A change in GWT of approximately 200lbs equates to a change in torque of approximately 1%. A reduction in GWT of 200lbs equates to a change of approximately 1 knot less minimum single engine airspeed and 1 knot greater maximum single engine airspeed.

NOTE: You are reducing or increasing your power requirement by reducing or increasing your gross weight.

Question 3

Fuel MSN

Answer 3

The amount of fuel to complete the mission plus reserve (VFR 20 Min, IFR 30 Min). Engines flat pitch ground 101% fuel burn is 555 lbs/hr. APU 175 lbs/hr.

Question 4

ATF (aircraft torque factor)

Answer 4

The ratio of individual aircraft torque available to specification torque at reference of +35 C. This is the average of the two ETF’s. The allowable range is .90 to 1.096. When engines come from the factory they produce 100% (specification engine) over time the engine performance will degrade from 100%. This number will be located on the HIT log in the aircraft logbook.

Question 5

ETF (Engine Torque Factor)

Answer 5

The ratio of individual engine torque available to specification torque at a reference temperature of +35 C. The ETF is allowed to range from .85 to 1.096. This number will be located on the HIT log in the aircraft logbook. When engines come from the factory they produce 100% (specification engine) over time the engine performance will degrade from 100%. So, if one of the engines is .85 the other engine must be .95, so that the average is .90 for the ATF. With an engine ETF of .85 it is producing 85% power compared to a specification engine (100%) before the TR is applied.

Question 6

MAX TQ AVAIL(DUAL ENG)

Answer 6

MTA is the maximum torque that both engines are predicted to collectively produce based on the maximum environmental conditions for the day.

Question 7

Three engine limiting factors

Answer 7

The engines will limit because of TGT (above 10°C), Fuel flow (negative pressure altitudes), and NG/MACH (below 10°C). Further collective application above MTA will cause NR/NP droop.

Question 8

TGT limiting

Answer 8

TGT limiting is a designed control limit which incorporates a steady state dual and single engine TGT limiting function resident in the EDECU. Once TGT reaches its limiter value of (DE) 879° ±5°C signals sent to the CHMU from the EDECU will begin to restrict fuel flow to the engine. Once the NP/NR decreases below 97% the EDECU will enable Dual Engine Contingency Power up to a TGT of (SE) 903 ±5°. This same limiter value is also applied to single engine operation. The limiter setting for a particular engine can change within these ranges over a period of time. Maximum Torque Available equals the top of the 10 minute chart (879°C) and the top of the 2.5 min limit chart (903°C) for single engine. TGT limiting is the only designed performance that can be manually overridden.

Question 9

NG/MACH (Aerodynamic Speed Limit)

Answer 9

**limit is most often encountered during flight in colder ambient conditions **(approximately +10° C and below). The CHMU constantly monitors ambient temperature (T2 sensor) and compressor discharge pressure (P3) in order to maintain an acceptable engine pressure ratio. If this ratio is not properly maintained the result can be compressor stalls. The NG may often limit well below the NG limit listed in Chapter 5 and sometimes as low as 95% and with a TGT as low as 800°C. There is little or no warning prior to rotor droop and lockout will not achieve any additional power. This limit cannot be overridden.

Question 10

Fuel Flow Limiting

Answer 10

occurs as a result of a physical stop inside the CHMU (common hydromechanical unit) in order to maintain the fuel flow within a prescribed limit. The fuel control itself has a maximum fuel flow limit dictated by physical orifice size within the fuel control.

Question 11

If MTA is more than 100% dual engine or 110% single engine

Answer 11

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. Damage to the transmission and/or nose gearboxes could occur exceeding the torque limits stated in Chapter 5.

Question 12

MTA SE (Max TQ Available)

Answer 12

The maximum torque that ENG 1 or ENG2 are predicted to produce based on the environmental conditions for the day. All the above applies.

Question 13

Max Allowable GWT (OGE/IGE) -

Answer 13

This is the maximum weight the aircraft can hover OGE/IGE based on maximum environmental conditions for the day not to exceed maximum torque available of 100% or not to exceed the configuration weight.

Question 14

GO/NO-GO TQ (OGE/IGE)

Answer 14

Both numbers are derived at the 5’ line for OGE/IGE using departure conditions. These numbers are referenced for the hover power check (5’) to confirm that the aircraft weight does not exceed the maximum allowable GWT. The weight is 23,000 pounds, 20,260 pounds, or IAW the current airworthiness release for asymmetrical wing stores maximum gross weight for a specific configuration.

Question 15

What happens if OGE Hover TQ is within 5% of MTA?

Answer 15

If OGE predicted hover torque is within 5 percent of MTA the aircraft is OGE power limited. The minimum dual engine airspeed to maintain level flight is required to be computed and annotated in the REMARKS section

Question 16

Predicted HVR TQ (OGE/IGE)

Answer 16

This value represents the torque required to hover (OGE (60’) / IGE (5’) for the environmental conditions and takeoff gross weight at departure.

Question 17

What happens if IGE predicted hover torque is within 10% of MTA?

Answer 17

If IGE predicted hover torque is within 10 percent of MTA the aircraft is IGE power limited. The minimum airspeed/power requirements for conducting rolling takeoff(s) and/or roll-on landing(s) in support of Task 1114 and/or Task 1064 is required to be computed and annotated in the REMARKS section. The procedure provides a power (torque percent) margin to avoid, if applicable, TGT, fuel flow, or Ng limiting.

Question 18

VNE

Answer 18

The maximum permitted airspeed as a function of environmental conditions and GWT. Exceeding this airspeed may cause the aircraft to encounter the effects of retreating blade stall or aircraft structural damage. At colder temperatures (-10°C and below) you will encounter the effects of compressibility.
Compressibility, retreating blade stall, and structural damage

Question 19

Cruise A/S, TQ, Fuel, Flow

Answer 19

Cruise A/S you plan to fly. Cruise Torque will allow you to maintain altitude and airspeed for that gross weight and environmental conditions. (If necessary, see chapter 7 of the -10 for wing store configuration if other than baseline configuration to adjust this torque). Reference operator’s manual+ for fuel burn adjustments if ATF is other than .98-1.0.

Question 20

Maximum R/C or Endurance (TAS)

Answer 20

When using maximum torque available and R/C airspeed you will get the best rate of climb for the environmental conditions.

Question 21

Maximum Range (TAS)

Answer 21

This airspeed gives the greatest amount of distance for the fuel you have on board for the environmental conditions.

Question 22

Maximum Range (TAS)

Answer 22

This airspeed gives the greatest amount of distance for the fuel you have on board for the environmental conditions.

Question 23

Single Engine Capability (TAS)

Answer 23

The minimum and maximum airspeed the aircraft can maintain level flight single engine.

Question 24

MAX ALLOW GWT (SE)

Answer 24

Max GWT (lesser of the two ETF’s) at which the aircraft can maintain level flight with a single engine under the environmental conditions given. If you go below and above that airspeed at that gross weight you will descend. (Take note of that airspeed).

Question 25

67% of VNE

Answer 25

Single engine Vne is the speed beyond which an average pilot will not be capable of regaining main rotor speed (NR) after the loss of the other engine due to excessive blade pitch and low inertial rotor system.

Question 26

Height Velocity

Answer 26

The avoid, shaded, region represents hazardous airspeed and wheel-height combinations from which a single engine landing would be extremely difficult without some degree of aircraft damage or crewmember injury.

Question 27

IGE Power Limited/Unavailable/Dual-Engine Airspeed

Answer 27

This is the A/S and torque setting to be used for a rolling T/O and landing. This airspeed represents the minimum airspeed under dual engine conditions at which level flight can be maintained. The torque represents the power required to maintain level flight at this gross weight and airspeed combination. This procedure provides a power margin to avoid TGT, fuel flow, or Ng limiting to avoid rotor droop.

Question 28

Why use 18700lbs?

Answer 28

Due to asymmetrical loading found in the -10

Question 29

TAKEOFF GWT

Answer 29

per the 365-4 and must be checked for accuracy every 90 days

Question 30

What task is perform a PPC?

Answer 30

Task 1010

Question 31

When to compute arrival data