Performance Planning

Question 1

Item 1 - OPERATING WT.

Answer 1

The operating WT consists of the basic aircraft WT, crew’s baggage, EMERG equipment and extra equipment that the crew might have put on the aircraft.

Question 2

Item 2 - TAKEOFF (T/O Block) FUEL WT

Answer 2

Takeoff fuel WT consists of the total amount of fuel in the tanks of the aircraft. If ERFS II is used, that fuel will be added to the aircraft total. Record the takeoff fuel WT. If ERFS is used, add to aircraft total.

Question 3

Item 3 - LOAD

Answer 3

A load consists of internal cargo, external cargo or a combination of both, this may include passengers that will be dropped off during the mission. Record the MAX anticipated WT of the load(s) during the mission profile

Question 4

Item 9 - MAX TQ AVAIL–10 MIN

Answer 4

The MAX TQ AVAIL 10 MIN is used to represent the MAXX 10 MIN TQ output (or the MAX 10 MIN limit for PWR turbine inlet TEMP [PTIT]) that both ENGs can produce under the forecasted conditions. A value less than 100 percent will indicate that a PTIT limit will be reached prior to exceeding the DUAL ENG TQ limit. A value greater than 100 percent will indicate that a PTIT limit should not be reached prior to reaching the MAX DUAL ENG TQ limit. If the calculated value is greater than 100 percent TQ, a value of 100 percent will be entered into the block IAW the DUAL ENG TQ limit stated in the appropriate operator’s manual. This represents a combining XMSN limit; the ENGs may produce PWR in excess of the combining XMSN limit. It is possible that with a calculated value of 100 percent, the ENG could reach both limits (PTIT) and DUAL ENG TQ

Question 5

Item 10 - MAX TQ AVAIL–(SE).

Answer 5

The MAX TQ AVAIL (SE) is used to represent the MAX SE TQQ or the MAX SE contingency PWR PTIT output that one ENG can produce under the forecasted conditions. A value less than 123 percent will indicate that a PTIT limit will be reached prior to exceeding the SE TQ limit. A value greater than 123 percent will indicate that a PTIT limit should not be reached prior to reaching the MAX SE TQ limit. If the calculated value is greater than 123 percent TQ, a value of 123 percent will be entered into the block IAW the SE TQ limit stated in the current operator’s manual. This represents an ENG XMSN limit; the ENGs may produce PWR in excess of the ENG XMSN limit. It is possible that with a calculated value of 123 percent, the ENG could reach both limits (PTIT and SE TQ).

Question 6

Item 11 - INTERMEDIATE TQ AVAIL (30-MIN).

Answer 6

The intermediate TQ AVAIL 30 MIN is used to determine the MAX 30 MIN TQ output or the MAX 30 MIN limit for PTIT that both ENGs can produce based on the forecasted conditions. A value less than 100 percent will indicate that a PTIT limit will be reached prior to exceeding the DUAL ENG TQ limit. A value greater than 100 percent will indicate that a PTIT limit should not be reached prior to reaching the MAX DUAL ENG TQ limit. If the calculated value is greater than 100 percent TQ, a value of 100 percent will be entered into the block IAW the DUAL ENG TQ limit stated in the current operator’s manual. This represents a combining XMSN limit; the ENGs may produce PWR in excess of the combining XMSN limit. It is possible that with a calculated value of 100 percent, the ENG could reach both limits (PTIT and DUAL ENG TQ).

Question 7

Item 12 - CONT. TQ AVAIL (DUAL ENG).

Answer 7

The CONT. TQ AVAIL is used to determine the MAX TQ output of both ENGs while still operating at the MAX normal operating range of the PTIT, or the MAX CONT. PTIT based on the forecasted conditions. A value less than 100 percent will indicate that a PTIT limit will be reached prior to exceeding the DUAL ENG TQ limit. The ENGs may produce PWR in excess of the combining XMSN limits. A value greater than 100cpercent will indicate that a PTIT limit should not be reached prior to reaching the MAX DUAL ENG TQ limit. If the calculated value is greater than 100 percent TQ, a value of 100 percent will be entered into the block IAW the DUAL ENG TQ limit stated in the current operator’s manual. It is possible that with a calculated value of 100 percent, the ENG could reach both limits (PTIT and DUAL ENG TQ).

Question 8

Item 13 - CONT. TQ AVAIL (SE)

Answer 8

CONT. TQ AVAIL is used to determine the MAX TQ output of both ENGs while still operating at the MAX normal operating range of the PTIT or the MAX CONT. PTIT based on the forecasted conditions. A value less than 123 percent will indicate that a PTIT limit will be reached prior to exceeding the SE TQ limit. The ENG may produce PWR in excess of the ENG XMSN limits. A value greater than 123 percent will indicate that a PTIT limit should not be reached prior to reaching the MAX SE TQ limit

Question 9

Item 14-15 - MAX GWT to HVR 10 MIN-IGE/OGE no LOAD (DUAL ENG).

Answer 9

This information is used to determine the MAX GWT the aircraft can lift based on the forecasted conditions at a desired IGE/OGE wheel height no LOAD using the MAX GWT to HVR (10 MIN) chart.

Question 10

Item 16-17 - MAX GWT to HVR 10 MIN – IGE/OGE with a LOAD (DUAL ENG).

Answer 10

This information is used to determine the MAX GWT the aircraft can lift based on the forecasted conditions at an IGE/OGE HVR with load(s) using the MAX GWT to HVR (10 MIN) chart

Question 11

Item 18-19 - MAX GWT to HVR–IGE (SE). MAX GWT to HVR – IGE/OGE no LOAD (SE).

Answer 11

This information is used to determine the MAX GWT the aircraft can lift based on the forecasted conditions at a desired IGE/OGE wheel height using the SE contingency TQ AVAIL charts.

Question 12

Item 20-21 - MAX GWT to HVR – IGE/OGE with a LOAD (SE).

Answer 12

This information is used to determine the MAX GWT the aircraft can lift based on the forecasted conditions at an IGE/OGE HVR with load(s) using the SE contingency TQ AVAIL chart.

Question 13

Item 22-23 - MAX GWT to HVR 30 MIN – IGE/OGE no LOAD (DUAL ENG).

Answer 13

This information is used to determine the MAX GWT the aircraft can lift based on the forecasted conditions at a desired IGE/OGE wheel height using the MAX GWT to HVR (30 MIN) chart.

Question 14

Item 24-25 - MAX GWT to HVR 30 MIN – IGE/OGE with a LOAD (DUAL ENG).

Answer 14

This information is used to determine the MAX GWT the aircraft can lift based on the forecasted conditions at an IGE/ OGE HVR or external (sling) load(s) height of 10 feet using the MAX GWT to HVR (30 MIN) chart.

Question 15

Item 26-27 - MAX GWT to HVR CONT. – IGE/OGE no LOAD (DUAL ENG).

Answer 15

This information is used to determine the MAX GWT the aircraft can lift based on the forecasted conditions at a desired IGE/OGE wheel height using the MAX GWT to HVR–CONT. char

Question 16

Item 28-29 - MAX GWT to HVR CONT.–IGE/OGE with a LOAD (DUAL ENG).

Answer 16

This information is used to determine the MAX GWT the aircraft can lift based on the forecasted conditions at an IGE/OGE HVR or external (sling) load(s) height of 10 feet using the MAX GWT to HVR–CONT. chart

Question 17

Item 30 - PREDICTED HVR TQ IGE (DUAL ENG) no LOAD.

Answer 17

Predicted HVR TQ may be used to confirm the pre-calculated aircraft GWT or to provide a basis for determining a possible TQ measuring system malfunction. This is the amount of PWR (TQ) required to HVR at the desired wheel height IGE usually conducted at a 10-foot wheel height HVR.

Question 18

Item 31 - PREDICTED HVR TQ OGE (DUAL ENG) no LOAD.

Answer 18

This is the amount of PWR (TQ) required to HVR at the desired wheel OGE usually conducted at an 80-foot wheel height HVR.

Question 19

Item 32 - PREDICTED HVR TQ IGE (DUAL ENG) with a LOAD

Answer 19

. This is the amount of PWR (TQ) required to HVR with the load(s) approximately 10 feet above ground level (AGL) IGE. Conducted at a 10-foot wheel height HVR for internal load(s) and conducted approximately at a 40-foot wheel height HVR for external (sling) load(s).

Question 20

Item 33 - PREDICTED HVR TQ OGE (DUAL ENG) with a LOAD.

Answer 20

This is the amount of PWR (TQ) required to HVR at the desired wheel height OGE conducted at an 80-foot wheel height HVR.

Question 21

Item 34 - PREDICTED HVR TQ IGE (SE) no LOAD.

Answer 21

This is the amount of PWR (TQ) required to HVR with a SE at the desired wheel height IGE usually conducted at a 10 foot wheel height HVR.

Question 22

Item 35 - PREDICTED HVR TQ OGE (SE) no LOAD.

Answer 22

This is the amount of PWR (TQ) required to HVR with a SE at the desired wheel height OGE usually conducted at an 80 foot wheel height HVR.

Question 23

Item 36 - PREDICTED HVR TQ IGE (SE) with a LOAD.

Answer 23

This is the amount of PWR (TQ) required to HVR with a SE at the desired wheel height IGE normally conducted at a 40 foot wheel height HVR.

Question 24

Item 37 - PREDICTED HVR TQ OGE (SE) with a LOAD.

Answer 24

This is the amount of PWR (TQ) required to HVR at the desired wheel height OGE. Conducted at an 80 foot wheel height HVR.

Question 25

Item 38 - GO/NO-GO TQ no LOAD.

Answer 25

Using the HVR chart and the forecast conditions at the time of takeoff, enter the chart at the MAX TQ AVAIL (10-minute limit) obtained in item 9. Move vertically to the OGE line and horizontally to the desired HVR altitude. Then move vertically down to determine the GO/NO-GO value. The GO/NO-GO TQ value, calculated at the desired HVR altitude, is proportional to the MAX TQ AVAIL (10-minute limit) at OGE. That is, if the GO/NO-GO TQ is exceeded at the desired HVR altitude, then MAX TQ AVAIL (10-minute limit) will be exceeded if OGE maneuvers are attempted. OGE maneuvers should not be attempted if GO/NO-GO TQ is exceeded.

Question 26

Item 40 - MAX ALLOWABLE GWT for MISSION PROFILE no LOAD.

Answer 26

The MAX allowable GWT
for the mission profile is based on either the MAX GWT of the aircraft (structural limit) or the highest altitude and associated TEMP (PWR limit) during the entire mission.

Question 27

VALIDATION FACTOR no LOAD.

Answer 27

Validation factor is a TQ value that is equal to your MAX allowable GWT for your mission profile based on departure conditions. If this value is exceeded prior to obtaining a desired wheel height HVR altitude then the aircraft GWT must be adjusted (unload cargo, passengers, or fuel) to ensure the aircraft is kept within the current operator’s manual limitations

Question 28

AIRSPEED LIMIT no LOAD.

Answer 28

This limitation will be either a structure limit or a blade compressibility limit as described in chapter 5 of the current operator’s manual

Question 29

Item 46 - LONGITUDINAL CYCLIC TRIM (LCT) RETRACTED (RET) Velocity Never Exceed
(VNE) no LOAD.

Answer 29

Limitation based on the LCT actuator(s) failed in the RET position. With the LCTs failed in the RET position there is no cyclic feathering introduced which may cause excessive blade flapping along with an excessive nose low pitch attitude at higher airspeeds. This blade flapping along with the nose low pitch attitude may cause excessive stress on the aft vertical shaft and rotor system and must be avoided.

Question 30

Item 48-49 - DRAG FACTOR.

Answer 30

The drag factor value is the amount of additional PWR required based on the wind resistance of the flat plate dragof the external (sling) load(s). The drag factor of the load(s) is calculated by the square (sq) area of the load(s), the type of load(s) and the way the load(s) is rigged. If the flat plate drag area is not available in the current manuals, then you must manually calculate.