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AREA
CHANGE
SQ FT
CONTAINERS: (1)
8 FT x 8FT x 20 FT CONEX 150/100(2)
ISU-60 62
ISU-90 81
(2) ISU-90 115(2)
(2) 500 GAL FUEL CELLS 40
(3) 500 GAL FUEL CELLS 60
(4) 500 GAL FUEL CELLS 80
TRUCKS: (1)
HMMWV (ENCLOSED VEHICLE) 49/28(2)
HMMWV (TOW LAUNCHER) 54/31(2)
M34 1/2 TON DUMP 100
M35 2 1/2 TON CARGO 80
HOWITZERS:
M2A1-105MM 50
M102-105MM 50
M198-105MM 149/50(2)
HELICOPTERS:
OH-58 HELICOPTER 93(3)
UH-60 HELICOPTER 175(3)
AH-64 HELICOPTER 170(3)
CH-47 HELICOPTER 230(2)(4)
1) RIGGED IN ACCORDANCE
WITH FM 10-450
(2) WITH DUAL POINT SUSPEN
SION
(3) RIGGED IN ACCORDANCE
WITH TM-1-1670-260-12&P
(UNMARK)
(4) RIGGED IN ACCORDANCE
WITH TM 1-1520-240-BD
DATA
BASIS:
ESTIMATED/
FLIGHT
TEST
TM 1-1520-240-10
7-8-2
Figure 7-8-1. Drag Chart
TM 1-1520-240-10
7-9-1
SECTION IX. CLIMB DESCENT
7-9-1. Description.
a. Climb and descent performances may be seen in
figure 7-9-1, which presents change in torque to climb or
descend at selected GWs.
b. The climb performance charts, figure 7-9-2, shows
relationships between GW, initial and final altitude and
temperatures, time to climb, and distance covered and
fuel used while climbing. The chart is presented for
climbing at hotter and colder temperatures, intermediate
torque (30 minute operation).
7-9-2. Use of Charts.
a. To determine torque change for a specified rate
of climb or rate of descent (fig. 7-9-1), enter rate of climb
or descent and move right to gross weight, move down
and read torque change. This torque change must be
added to the torque required for level flight for climb, or
subtracted for descent, to obtain total climb or descent
torque.
b. Rate of climb or descent may also be obtained by
entering with a known torque change, moving upward to
gross weight, moving left and reading rate of climb or
descent.
c. To use the climb performance charts (fig. 7-9-2),
enter at the top left at the known gross weight, (for helicopters
with EAPS installed, enter chart at actual GW
plus 1000 pounds), move right to the initial press alt
(pressure altitude), move down to the FAT at that altitude,
and move left and record time, distance and fuel. Enter
again at the GW, move right to the final altitude, and
move down to the FAT at that altitude, and move left and
record time, distance, and fuel. Subtract the time, distance,
and fuel values of the initial altitude-temperature
condition from those of the final altitude-temperature
condition to find the time to climb, distance covered, and
fuel used while climbing.
7-9-3. Conditions.
The climb and descent charts are based on 100%
RRPM. The climb speed schedule shown in figure 7-9-2
(see insert) is for optimum climb, that is, minimum power
required and maximum power available (30 minutes). It
is an average schedule for the GW range and atmospheric
conditions for the CH-47D.
TM 1-1520-240-10
7-9-2
Figure 7-9-1. Climb and Descent Chart
TM 1-1520-240-10
7-9-3
Figure 7-9-2. Climb Performance (Sheet 1 of 2)
TM 1-1520-240-10
7-9-4
Figure 7-9-2. Climb Performance (Sheet 2 of 2)
TM 1-1520-240-10
7-10-1
SECTION X. FUEL FLOW
7-10-1. Description.
The idle fuel flow chart (fig. 7-10-1) presents engine fuel
flow sensitivity to PA and FAT for ground idle and flight
idle.
7-10-2. Use of Chart.
The primary use of the chart is illustrated by the example.
To determine idle fuel flow, it is necessary to know idle
condition, PA, and FAT. Enter PA, move right to FAT,
move down and read fuel flow.
7-10-3. Conditions.
a. Presented charts are based on the use of JP-4
fuel.
b. Ground idle is defined at 60 to 63 percent N1.
c. Ground detent minimum beep is defined as engine
condition levers at FLT, minimum beep and thrust control
at the detent.
d. The single engine fuel flow chart (fig. 7-10-2) baseline
is 0C. Increase or decrease fuel flow by 1% for
every 10C change in temperature.
7-10-4. EAPS Installed.
Increase fuel flow by an additional 1%.
TM 1-1520-240-10
7-10-2
Figure 7-10-1. Idle Fuel Flow Chart
TM 1-1520-240-10
7-10-3/(7-10-4 blank)
Figure 7-10-2. Idle Fuel Flow Chart
TM 1-1520-240-10
7-11-1
SECTION XI. AIRSPEED CALIBRATION
7-11-1. Description.
The airspeed calibration chart, figure 7-11-1, defines the
relationship between indicated (IAS) and calibrated airspeed
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