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(hover capability), obstacle height, and climbout true airspeed.
Calculation of maximum hover height is described
in Section V, Hover. Enter the chart for the required
obstacle height, move right to desired true
climbout airspeed, then down and read distance required
to clear obstacle.
b. A hover check should be made prior to takeoff to
verify hover capability. If winds are present, hover capability
will be greater than predicted since the hover chart
is based on calm wind conditions.
7A-6-3. Conditions.
a. The takeoff chart is based on calm wind conditions.
Since the surface wind velocity and direction cannot
be accurately predicted, all takeoff planning should
be based on calm air conditions. Takeoff into the wind will
improve takeoff performance.
CAUTION
A tailwind during takeoff and climb - out
will increase the distance for obstacle
clearance and may prevent a successful
takeoff.
b. Takeoff performance data are based on the use
of maximum torque available at 100% RRPM
TM 1-1520-240-10
7A-6-2
(2) T55-GA-714A
Figure 7A-6-1. Takeoff Chart
TM 1-1520-240-10
7A-7-1
SECTION VII. CRUISE
7A-7-1. Description.
The cruise charts, figures 7A-7-1 through 7A-7-84, present
torque requirements and fuel flow for cruise flight as
a function of airspeed and gross weight for various combinations
of pressure altitude and free air temperature.
Dot pattern (shaded) area indicates time limited operation
7A-7-2. Use of Charts.
The primary use of charts is illustrated by the example
cruise chart (fig. 7A-7-1). To use the charts it is usually
necessary to know the planned PA, estimated FAT,
planned cruise TAS, and the GW. First select the proper
chart based on PA and free air temperature. Enter the
chart at the cruise TAS, move right and read IAS, move
left to the GW, move down and read torque required, then
move up and read associated fuel flow. Maximum performance
conditions are determined by entering the chart
where the maximum range line or maximum endurance
and rate of climb (R/C) line intersect the gross weight
line: then read airspeed, fuel flow, and torque required.
Normally, sufficient accuracy can be obtained by selecting
the chart nearest to the planned cruising altitude and
FAT, or move conservatively, by selecting the chart with
the next higher altitude and FAT (example cruise chart,
method one). If greater accuracy is required, interpolation
between altitudes and/or temperatures is permissible
(example cruise chart, method two). To be conservative,
use the GW at the beginning of the cruise flight. For
improved accuracy or long flights, it is preferable to determine
cruise information for several flight segments to
allow for decreasing GW.
a. Airspeed. True and indicated airspeeds are presented
at opposite sides of each chart. On any chart, IAS
can be directly converted to TAS (or vice versa) by reading
directly across the chart without regard to other chart
information. Estimated airspeed limits with an operating
CGI appear as dashed lines on each chart. Airspeed
limits with the CGI inoperative are presented in the airspeed
limits section of Chapter 5.
NOTE
Airspeed limitations with an operative cruise
guide indicator are per the indicator display.
Estimated values shown on these cruise
charts are for information only, as an aid to
pre–flight planning.
b. Torque. Since PA and temperature are defined
for each chart, torque required varies only with GW and
airspeed. The torque required per engine as presented
on the charts is for dual engine operation. The torque
required for single engine operation is double the dual
engine torque value for any given condition. See cruise
chart example 2 for example on torque required. The
torque available limits shown are either transmission or
engine torque limits (whichever is least).
c. Fuel Flow. The fuel flow scales presented on
each chart opposite the torque scales are for dual engine
operation. Torque may be converted directly to fuel flow
on any chart without regard to other chart information. A
single engine fuel flow chart is presented in Section X.
Torque required for any given condition as obtained from
the preceding cruise charts should be doubled before
being used to obtain single engine fuel flow from this
chart.
d. Maximum Range. Maximum range lines indicate
optimum GW/cruise speed conditions with respect to distance
covered per pound of fuel consumed for zero wind
condition.
e. Maximum Endurance and Rate of Climb. Maximum
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