7.5.3 Speci.c Conditions. The data presented is accu-rate only for speci.c conditions listed under the title of each chart. Variables for which data is not presented, but which may affect that phase of performance, are discussed in the text. Where data is available or reasonable estimates can be made, the amount that each variable affects perfor-mance will be given.
7.6 PERFORMANCE DISCREPANCIES.
Regular use of this chapter will allow you to monitor instrument and other helicopter systems for malfunction, by comparing actual performance with planned performance. Knowledge will also be gained concerning the effects of variables for which data is not provided, thereby increasing the accuracy of performance predictions.
7.7 PERFORMANCE DATA BASIS -CLEAN.
The data presented in the performance charts are prima-rily derived for a clean UH-60A aircraft and are based on
U. S. Army test data. The clean con.guration assumes all doors and windows are closed and includes the following external con.guration:
a. Fixed provisions for the External Stores Support Sys-tem (ESSS).
b.
Main and tail rotor deice system.
c.
Mounting brackets for IR jammer and chaff dispenser.
d.
The Hover Infrared Suppressor System (HIRSS) with baffles installed.
e.
Includes wire strike protection system.
NOTE
Aircraft which have an external con.gura-tion which differs from the clean con.gura-tion may be corrected for drag differences on cruise performance as discussed in Sec-tion VI DRAG.
7.8 PERFORMANCE DATA BASIS -HIGH DRAG.
The data presented in the high drag performance charts are primarily derived for the UH-60A with the ESSS sys-tem installed and the 230-gallon tanks mounted on the out-board pylons, and are based on U. S. Army test data. The high drag con.guration assumes all doors and windows are closed and includes the following external con.guration:
a.
External stores support system installed.
b.
Two 230-gallon tanks mounted on the outboard py-lons.
c.
Inboard vertical pylons empty.
d.
IR jammer and chaff dispenser installed.
e.
Hover Infrared Suppressor System (HIRSS) with baffles are installed.
f.
Main and tail rotor deice and wire strike protection systems are installed.
NOTE
Aircraft with an external con.guration that differs from the high drag con.guration baseline may be corrected for differences in cruise performance as discussed in Section VI DRAG.
7.9 FREE AIR TEMPERATURES.
A temperature conversion chart (Figure 7-1) is included for the purpose of converting Fahrenheit temperature to Celsius.
Change 1 7-3
TEMPERATURE CONVERSION EXAMPLE
WANTED:
FREE AIR TEMPERATURE IN DEGREES CELSIUS
KNOWN:
FREE AIR TEMPERATURE = 32oF
METHOD:
FAT ~oC
AA0674
SA
Section II MAXIMUM TORQUE AVAILABLE
7.10 TORQUE FACTOR METHOD.
The torque factor method provides an accurate indica-tion of available power by incorporating ambient tempera-ture effects on degraded engine performance. This section presents the procedure to determine the maximum dual-or single-engine torque available for the T700-GE-700 engine as installed in each individual aircraft. Speci.cation power is de.ned for a newly delivered low time engine. The air-craft HIT log forms for each engine, provide the engine and aircraft torque factors which are obtained from the maxi-mum power check and recorded to be used in calculating maximum torque available.
7.10.1 Torque Factor Terms. The following terms are used when determining the maximum torque available for an individual aircraft:
a.
Torque Ratio (TR). The ratio of torque available to speci.cation torque at the desired ambient temperature.
b.
Engine Torque Factor (ETF). The ratio of an indi-vidual engine torque available to speci.cation torque at ref-erence temperature of 35°C. The ETF is allowed to range from 0.85 to 1.0.
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