1 / 31

Todd Card Calculations

Todd Card Calculations. 6510. 219. +30. We are adjusting from the field elevation based on our altimeter setting, higher pressure subtract from field elevation. In this case our correction factor was -165. 219-165= 54. +54. 30.10. 5. 330/05.

adamma
Download Presentation

Todd Card Calculations

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. Todd Card Calculations

  2. 6510 219 +30 We are adjusting from the field elevation based on our altimeter setting, higher pressure subtract from field elevation. In this case our correction factor was -165. 219-165= 54 +54 30.10 5 330/05 Use forecast or observation winds, as a technique enter wind direction.

  3. 6510 219 +30 +54 30.10 5 330/05 Get operating weight from Chart C or Form F. Operating weight = Basic weight + Crewmembers 7357

  4. 6510 219 Add anything not accounted for in Operating weight such as night sun, ESS, Extra RS gear, passengers. +30 +54 30.10 5 330/05 7357 0 Fuel load minus taxi burn 1750 9107 The sum of Operating Weight, Extra Crew/Equip, and Fuel

  5. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 Next we are going to compute IGE Hover power using 8-6

  6. Notice Density Altitude is used, PA can be converted using Figure 8-2 Given 30 degrees and +54 PA we get a DA of 1800’ 75% TQ

  7. 6510 219 +30 +54 30.10 5 330/05 6757 0 1750 9107 75% Next we are computing Hover OGE Torque

  8. Although the limit of the test flight data line is here, we only use data below 2500’ DA. Once again we are using our DA of 1800’ 87% TQ

  9. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 75% 87% Next we compute our Max gross weight we can hover with a 10% reserve using 8-8

  10. We are back to PA here Reference Cautions in Chapter 2 for Instrument approaches to the water and hoisting operations. Without 10% margin, maneuvers become very demanding. 9300 lbs

  11. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 75% 87% 9300 Next we compute our transfer scale using 8-9

  12. 1.05

  13. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 75% 87% 9300 Now we get our Weight index using our transfer scale, chart 8-10 1.05

  14. Enter at transfer scale 4.3

  15. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 75% 87% 9300 1.05 4.3 Next, our OEI Rate of climb with Cont power; chart 8-11

  16. Stop at your PA (which may be the curved line – look closely) Enter at temperature 600 FPM rate of climb

  17. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 75% 87% 9300 1.05 4.3 600 Next we are going to get 3 numbers; OEI Cont Min/Max speed and Vy off our 8-12 chart

  18. We enter in at gross weight and follow the curve; note where we cross our OEI Max Cont line the first time, the dashed line, and the second time we cross the OEI Max Cont line 37kts 75kts 117kts

  19. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 75% 87% 9300 1.05 4.3 600 37 117 Next we are going to compute Vx (max climb angle) with OEI Cont power 75

  20. Drag curve, same as 8-12 is a drag curve With Vx we are computing our best climb angle airspeed, OEI Continuous power. In the event of an engine failure and we had to clear an obstacle, this airspeed would give us the steepest climb gradient. Example: IFR environment and our OEI rate of climb is not sufficient to clear TERP obstacles. Horsepower available same as OEI Max Cont

  21. Enter at OEI Max Cont line and draw a tangent to ACFT weight line Go straight down and note airspeed 60kts

  22. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 75% 87% 9300 1.05 4.3 600 37 117 75 60 Next we compute Vne using 8-13

  23. Factors That Lead to Retreating Blade Stall 1. Low Rotor Rpm – reduces blade relative wind, requiring higher AOA to generate lift. 2. High Gross Weight – requires more lift, which means higher AOA. 3. High DA – requires more AOA because less air is moved across the blade per second. 4. G-loading – effectively increases weight. 5. High Airspeed – reduces retreating side relative wind while requiring higher pitch angle on the retreating blade to achieve disk tilt. Recovering from blade stall involves eliminating the contributing factors. 152kts

  24. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 75% 87% 9300 1.05 4.3 600 37 117 75 60 We are going to compute our Height loss during engine failure under Training mode and 30 Sec OEI (the default after engine failure) 152

  25. 220’ loss in training mode 90’ loss in actual OEI

  26. 6510 219 +30 +54 30.10 5 330/05 7357 0 1750 9107 75% 87% 9300 1.05 4.3 600 37 117 75 60 152 220 90 Next we are going to compute the Max Gross Weight we can hover OGE with a single engine at OEI 30 sec power, use 8-16

  27. We are getting several data points off this chart based on different wind scenarios 7600 7750 7950 8550 9300 We take the gross weight where our curve crosses our wind parameters. We are using 0, 5(predicted), 10, 20, and 30kts 0 kts 5 kts 10 kts 20 kts 30 kts

  28. 6510 219 +30 +54 30.10 330/05 5 7357 0 1750 9107 75% 87% 9300 1.05 4.3 600 117 37 75 60 152 220 90 5 7600 7950 7750 8550 9300 Next is the Min speed for a 100fpm climb with OEI 30 Sec power, chart 8-24

  29. 21 kts

  30. 6510 219 +30 +54 30.10 330/05 5 7357 0 1750 9107 75% 87% 9300 1.05 4.3 600 117 37 75 60 152 220 90 5 7600 7950 7750 8850 9300 21

More Related