110...........Single engine maximum continuous power (green)
0-110.........Normal operation (green)
DUAL ENGINE115..........Maximum ( >115 red)
101-115....Transient 6 second limit (yellow).
0-100.......Normal operation (green).
WITH NR LESS THAN 90%
70......Maximum (>70 red)
0-70...Normal operation (green)
WITH NR LESS THAN 50%30......Maximum (>30 red)
0-30...Normal operation (green)
AUXILIARY POWER UNIT (APU) OPERATING LIMITS
CAUTIONAvoid prolonged operation at 94% -- 96%
NR with the APU running. The APU clutch
will oscillate from engaged to disengaged.
This creates high loads on the
clutch and shall be avoided.
APU OPERATING LIMITATIONS
APU operation is prohibited during normal flight. After a fault or aborted
start, wait 30 seconds after compressor has stopped before
attempting another start. After 2 consecutive start attempts,
wait 20 minutes before third start attempt. No
more than 3 start attempts are permitted in one hour.
CAUTIONDo not operate the APU for more than 5
minutes at a main transmission oil temperature
of 120 -- 130° C. Shut down APU
to prevent damaging accessory gearbox
EXTENDED APU GROUND OPERATIONS
During prolonged ground operations greater than 30 minutes, observe
XMSN TEMP 1 and XMSN TEMP 2 on the SYS
page. If the temperatures exceed 130° C (266° F) the
APU shall be shutdown and the transmission fluid allowed
to cool for 30 minutes prior to resuming APU ground operations;
or transmission fluid may be cooled by operating
an engine with rotor turning. There is no requirement to
remove transmission side panels during extended APU
ground operations. However, the transmission fluid will
not get as hot under high ambient temperature conditions
if the side panels are removed.
AIRCRAFT WEIGHT LIMITATION
The aircraft maximum gross weight is 20,260 pounds, except for non--tactical ferry flights, which may not exceed 23,000 pounds.
See figure 5-13 to determine the Never Exceed Velocity
(VNE) as a function of weight, altitude and temperature.
MAX AIRSPEED FOR AUTOROTATION
Maximum airspeed for autorotation is 145 KTAS. Above 145 KTAS,
drag on the rotor system will cause NR to decay
AIRSPEED LIMITS W/ ONE ENG INOP
Maximum airspeed with one engine inoperative is
the greater of:
a. 67% of VNE determined from figure 5-13 using the
GROSS WEIGHT line. Above this, a successful autorotation
may not be possible due to NR decay
b. The speed for minimum power determined from
the Chapter 7 or Chapter 7A cruise charts using
the MAX END/MAX R/C lines
Maximum Rearward/Sideward Flight Speed
Maximum rearward/sideward flight speed is 45
for all gross weights.
Maximum Airspeed for Searchlight Extension.
The searchlight is designed for operation (extend/ retract/rotate) at speeds up to 90 knots. However, as long
as operation is not attempted, the lighthead can be left in any extended position at speeds up to 200 knots.
Maximum Airspeed with Symmetrically Loaded External Fuel Tanks (2 or 4) Installed
Maximum airspeed with symmetrically loaded external fuel tanks (2 or 4) installed is 130 KTAS to prevent structural damage to the airframe.
Maximum Airspeed for Stores Jettison.
Jettison of external armament stores is not authorized except
for emergency conditions and then only from unaccelerated
a. Maximum airspeed for stores jettison is 130 KTAS.
b. Hover to 45 KTAS (minimize side slip, if possible).
c. 45 to 130 KTAS (ball centered, if possible).
Maximum Airspeed for External Tanks Jettison
Jettison of external fuel tanks is not authorized except for emergency conditions and then only from airspeeds
less than 100 KTAS.
Jettison from level flight if possible, and if not, jettison at an airspeed which minimizes
the rate of descent at the time of jettison.
-Intentional maneuvers beyond...
-Prevent Excessive Tail Rotor Loads
-Flight with Canopy Enclosure Open
-For normal load factors, refer to figure 5-14.
-Intentional maneuvers beyond attitudes ± 30° in pitch or ± 60° in roll
-Avoid large pedal step inputs in arresting right hovering/low
speed yawing turns greater than 60°/second. This is to prevent excessive tail rotor drive system loads.
-Flight,hovering flight and air taxiing with the canopy enclosure open are prohibited, except for smoke/fume elimination.
-Do not complete a landing on terrain which produces a pitch attitude change from a hover
greater than 7° nose up or 12° nose down; or a roll attitude greater than 10°. Data is not available beyond these limits at gross weights above 17,650.
EXTERNAL TANKS With external fuel tanks (2 or 4)
containing fuel, symmetrically installed, thefollowing restrictions
a. Normal load factor of 2 Gs shall not be exceeded
b. Maneuvers are limited to those required to takeoff,
climb to optimum altitude, heading/course corrections, obstacle
avoidance, descend and land
c. 230 gal external fuel tanks shall be in the flight stow
position (4° nose-up) with respect to the waterline (WL)
d. Rapid and step-shaped pedal inputs in excess of
1/2 in. shall be avoided
e. Operation of the aircraft with the 230--gallon Extended
Range Fuel System (ERFS) is prohibited during
operations where hostile fire is highly probable
Flight into Turbulence
Flight into known or forecast extreme turbulence or into known severe turbulence
Flight In Icing Conditions
Intentional flights into moderate icing conditions are prohibited. Flight into known or forecast trace or light icing conditions is authorized and not considered a hazard unless the condition is encountered for an extended period (over one hour).
Flight In Instrument Meteorological Conditions.
The aircraft is not qualified for IMC flight. The back-up flight instruments are required to be installed and operational for all flights.
Rotor Limitations -- Start and Stop Limits
Maximum wind velocity for rotor start or stop is 45
to prevent droop stop damage.
USE OF FORCE TRIM
Force trim will not be selected OFF except in a failed or partial failed mode.