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SUSAAEFA PROJECT NO. 83-17 ,'~ V~FrrrAD-A140 882

PRELIMINARY AIRWORTHINESS EVALUATION OFTHE UH-60 HELICOPTER WITH T700-GE-701A

ENGINES INSTALLED

JOHN I. NAGATA :;.

U PROJECT OFFICER I ENGINEERSLORAN A. HAWORTH JOE MIESS

CPT, TC CW4, AV *-.PROJECT PILOT PROJECT PILOT

FINAL REPORTAAUGUST 1983

F0 5

* S

DISCLAIMER NOTICE

The findings of this report are not to be construed as an official Department ofthe Army position unless so designated by other authorized documents.

DISPOSITION INSTRUCTIONS

Destroy this report when it is no longer needed. Do not return it to the originator.

TRADE NAMES

The rse of trade names in this report does n," constitute an official endorsementor approval of the use of the commercial hardware and software.

.

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UNCLASSIFIEDSaCUNiTV CLASIICATION OF THIS PAGE (Mae Dale wo*

REPORT DOCUMENTATION PAGE BEF RsTWCTMSBFO"RE COMPLETING OMI- REPORT NUMERN IaGOVTI ACRE=O XO RECIPIENT*11 CATALOG NUMBlER

USAAEFA PROJECT _ _-17 ___S_ _4. TITLE (md Sublfe) S. TYPE OF REPORT & PERIOD COVERED

PRELIMINARY AIRWORTHINESS EVALUATION OF 24-25 JUNE 1983THE UH-60A HELICOPTER WITH T700-GE-701A FTKAT.ENGINES INSTALLED S. PERFORMING OG. REPORT NUUER

T. AUTNOR( S. CONTRACT OR GRANT NUMVER(s)

JOHN I. NAGATA JOE MIESSLORAN A. HAWORTH

I. PERFORMiNG ORGANIZATION NAME AND ADDRESS SO. PROGRAM ELEMENT. PROJECT. TASKAREA I WORK UNiT NUEoERn

US ARMY AVN ENGINEERING FLIGHT ACTIVITYEDWARDS AIR FORCE BASE, CA 93523 IK-1-DTO41-01-1K-IK

I1. CONTROLLING OFFICE NAME AND ADDRESS I. REPORT DATE

US ARMY AVIATION SYSTEMS COMMAND (PROV) Anlwl.i on4300 GOODFELLOW BOULEVARD i3. HUMUSER OF PAG-

1. MO ITON- ANUWY AMES XO.mS(tI afsu *o. CinU0w/m owes) is. SECI lITY CLASSL (of MlE. wee')

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i. DISTRIBUTION STATEMENT (o /We Rtauu)

Approved for public release; distribution unlimited.

17. OISTUUUTON STATEMENT (o Me aksi inaeame in ieek 0. of dffme hmn Reupenq

U& SUPPLNMTANY NOTS

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Engine EvaluationT700-GE-701A Engine / 2UP-60A Helicopter

A §MUAcr (amvm INOv e - nm ,-w m Ma.l p OF Wse)The US Army Aviation Engineering Flight Activity conducted a limited PreliminaryAirworthiness Evaluation of the T700-GE-701A engine installation in the UI-60AHelicopter on 24 and 25 June 1983. Tbe evaluation was conducted at the SikorskyFlight Test facility at West Palo beach, Florida (field elevation 28 ft) onaircraft S/N 77-22714. The evAluationconsisted of three flights for a totalof 4.8 productive flight hours. The significant increase in power availablefor single engine contingencies (262 shaft horsepower (222) at 4000 ft pressure

*il S1r3 miym e 1IOV55 SIUIel&,Ta UNCLASSI FIED

SE@UeITY LMPFICATION OP THIS PAGE (Ohm Date Bon

%%~ % N. N~0 %V% V..V.; %.*

/ UNCLASSIFIEDW-t)T gCur LAMIiPCAInd OR THS PAhIM% Aft. aDiiuualtitude, 950F) is an enhancing characteristic. The excellent torque matchingengine stability and rotor speed control with one engine in electrical controlunit lockout and the power lever set for level flight at 80 knots indicated

4 airspeed is also an enhancing characteristic for the T700-CE-701A engine a-.wl l-_1 h T700-CE-700 engine. The [I-60A acceleration, deceleration, and

... normal maneuvering response characteristics are essentially the same witheither the T700-CE-700 engine or T700-CE-701A engine installed. TWoI shortcomings were identified: (1) thslow engine acceleration during collective

,- pulls from approximately zero torque to 50% or greater torqueO and (2)rotor droop to less than 95Z rotor speed during collective pulls from zerotorque and during ggressive maneuvers such as a quick stop from the maximumairspeed in level flight. During the evaluation a popping sound was notedduring collective pulls to approximately 802 and greater torque settings.This popping sound was subsequently identified as Voil canning" on the fuselageskin between the pilot's station and gunner/crew chief's window. (approximatefuselage station 262).

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ST. LOUIS. ME 6131

04=t% ATTENTION Of

DR8AV-E

SUBJECT: Directorate for Engineering Position on the Final Report of USAAEIAProject No. 83-17, Preliminary Airworthiness Evaluation of the UR-60A

* Helicopter with T700-GE-701A Engines Ins tailed

SEE DISTRIBUTION

1. The purpose of this letter is to establish the Directorate for Engineeringposition on the subject report. The subject evaluation was conducted to deter-mine the compatibility of the T700-GE-701A engines in the production UR-60A inlieu of the T700-GE-700 engines. The significantly increased performance of theT700-CE-701A engine will enhiance the capabilities of the UR-60A at the increasedgross weights with Extended Stores Support System (1888). It also will increasesafety at the lighter gross weights, particularly with the increased shaft horse-power (SHP) using contingency power under single engine conditions.

2. This Directorate agrees with the report conclusions and recommendations.Based on the flight test results, the T700-GE-701A engine is compatible with theUR-60A.

FOR THE CONNANDER:

Accession ForNIS GRAMI Acting Director of EngineeringFDTIC TAB

Unannounced QJustification

Distribution/

Availability Codes

Dist Special

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andi

TABLE OF CONTENTS

INTRODUCTION

Background. ....... ...................................TestObe iy .................... 1

Test Soe............. *.**....Test Methoolo.-..*.. ...... .......... 1

RESULTS AND DISCUSSION

Engine AcceleratiLou................................... 4Engine D.c.l.r.t......... ...........................o 5Pull-Up and Pus-O e r ................................. 5Static Droop Cbaracterstics .......................... 5Quick Stopo.o........ .... 000000............. .Oo.. 5Longitudinal Flare Decleraton ........... es......... 6

Engine Electrical Control Unit (ECU) Lockout.......... 7Contingency ....... .. ................. ............. 7WisellAneou s............ ............ ................. a

CONCLUSIONS

Enhancing Characteritis....... ... . ... . .. .. ... .... 9Sbortcominpgs ... .................. ................. 9

APFENDI31ES

Ao R efernes............................................e 11No Engine Descriptiono..... 0 . .. .. .. .. .. . .. ... ..... 12

Do Test Techniques and Data Analysis Nethodsesoooooooooo 15go* Test ......................... 19

DISTRIBUTION

tub 1 11. . ., . - ~. 1. . - . ~ I * ".* *,* .. S .S

INTRODUCTION

DACKOON

1. The US Army Aviation Research and Development Command taskedthe US Army Aviation Engineering Flight Activity to plan, conduct,and report on a Preliminary Airworthiness Evaluation (PAE) ofthe Sikorsky UH-60A Helicopter with General Electric T700-GE-701Aengines Installed (ref 1, app A).

TEST OBJECTIVE

2. The objective of this PAR was to obtain flight test data forqualification of the T700-GE-701A Installation in the UH-60Ahelicopter.

DESCRIPTION

3. The test aircraft was modified to accept the prototypeExternal Stores Support System and the T700-GE-701A engines.The aircraft description with the T700-GE-701A is defined in theUi-60A preliminary Prime Item Development specification (ref 2,app A). The T700-GE-701A engine is defined in the preliminarymodel specification (ref 3). The T700-GE-701A changes includea 10 minute power rating and a 2.5 minute contingency powerrating (CPR). The 2.5 minute rating provides an increase of 262shaft horsepower (SHP) (22Z) at 4000 ft pressure altitude (lip),95°F. A more detailed description is contained in appendix B.

TEST SCOPE

4. The T700-GE-701A PAS was conducted at the Sikorsky West PalmBeach Test Facility, on 24 and 25 June 1983, for a total of4.8 productive flight hours. All test support, Including main-tenance, servicing, chase, standby crash rescue helicopter andcrew, office space, data reduction and final data plots wereprovided by Sikorsky. flight restrictions and operating limita-tions obeerved during the evaluation are contained in theoperator's manual (ref 4, app A) and the airworthiness release(ref 5). Testing was conducted in accordance with the test plan(ref 6) at the conditions shown in table 1.

__ TEST METHODOLOGY

5. The flight test data were obtained from test instrumentationand recorded on magnetic tape installed in the aircraft. A

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Table 1. Test ConditionsI

Pressure CalibratedTest Altitude Airspeed Remarks

(ft) (kt)

Engine Acceleration2 3000 80 2 rates, several powersettings to 1RP

3

Engine Deceleration2 3000 80 2 rates, several powersettings to autorotation

Pull-Up and Push-Over 3000 80 to VH4 2 rates of application

5 6 Trim rotor speed onStatic Droop Surface to 1000 80 to VNz to 0 ground at flat pitch,

fly envelope withoutretrimming

Quick Stop 1000 Va to 0 2 rates

Longitudinal Flare 2 rates, fixedDeceleration 1000 VH to 0 collective (altitude

change acceptable)

Jump Takeoff Surface5 0 2 rates

Engine Stability 3000 80 Collective and pedalpulses

ECU Lockout .3000 80 Torque matching enginestability and rotorspeed control with oneengine in ECU lockout

Contingency Power 1000 80 Power limits

HOTMS:

1lngine Start Gross Weight - 17,500 lb, longitudinal center of gravity - 354 in., (mid),rotor speed - 258 RPM

2 Single engine and dual engines1lEp - intrmediate rated power

- the mszium airspeed in level flight at intermediate rated power5 Lield elevation - 28 feetV1 - never exceed airspeed

2

3•

detailed listing of the test instrumentation is contained inappendix C. Flight test techniques described in references 7and 8, appendix A were used. A discussion of the test techniquesand data analysis methods is contained in appendix D. A Cooper-Harper Handling Qualities Rating Scale (HQRS) (fig. 1, app D) wasused to augment pilot comments relative to handling qualities.Time histories of selected parameters were computer printed.

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RESULTS AND DISCUSSION

6. A limited PAR of the T700-GE-701A engine installation on theUH-60A was conducted at 3000 feet pressure altitude. The contin-gency power capability was evaluated at 1000 feet Hp. The CPRof the T700-GE-701A engine is an enhancing capability whichprovides an added margin of safety for emergency single engineoperations. The excellent torque matching engine stability androtor speed control with one engine in electrical control unit(ECU) lockout and the power lever set for level flight at 80 knotsindicated airspeed (KIAS) is also an enhancing characteristic.The UH-60A acceleration, deceleration, and normal maneuveringresponse characteristics are essentially the same with eitherthe T700-CE-700 engine or T700-GE-701A engine installed. Twoshortcomings were identified: (1) the slow engine accelerationduring collective pulls from approximately zero torque to 50%torque or greater power settings, and (2) the rotor droop toless then 95% rotor speed (NR) during collective pulls fromzero torque and during aggressive maneuvers such as a quick stopfrom the maximum airspeed in level flight (Vg). A popping sounddetermined to be "oil canning" was heard at approximately fuselagestation 262 when collective was increased to approximately 80%torque or greater.

ENGINE ACCELERATION

7. Engine acceleration time histories are presented in figures 1through 6, appendix E. T700-GE-701A acceleration rates appearedto be unchanged from T700-GE-700 accleration rates. Comparative-700 acceleration rates are presented in figures 5 and 6,appendix e. Torque matching during dual engine collective pullswas generally excellent (within approximately 1%). One to twowecond collective pulls from zer6 torque to 502 torque or greaterresulted in a transient rotor droop below 90% NR (91%

NR isminimum transient). Collective pulls from 20% torque or greaterto intermediate rated power (IRP) did not result in rotor droopbelow 95Z. The transient rotok droop, below 95%, caused theaudio and visual warning systems to activate. These warningsignals and the accompanying aircraft yaw oscillations causedthe pilot to divert his attention inside the cockpit resultingIn loss of outside cues of vertical and lateral obstacle separa-tion. The slow engine acceleration and resulting rotor speeddroop degrades the aircraft's capabilities to perform aggressivemaneuvers such as high rate descents to cover, masking/remasking,and quick stop. The slow engine acceleration from near zerotorque to 50% or greater power settings is a shortcoming.

4

4%% nA e- _N

The transient rotor droop to less than 95% NR during collectivepulls from approximately zero torque to 50% torque or greater,and during aggressive maneuvers such as a quick stop from VHand the resulting aircraft response is a shortcoming.

ENGINE DECELERATION

8. The T700-GE-701A engine deceleration characteristics wereevaluated at the conditions shown in table 1. Representativetime histories are presented in figure 7 and 8, appendix E fordual and single engine collective reductions. The most aggressivecollective reductions (from IRP to full down collective in approx-imately 2 seconds) resulted in approximately a 4% power turbinespeed (Np) overshoot (107% is allowed for up to 12 seconds).However, the recovery (approximately a 30% collective pull fromzero torque) resulted in a signficant NR droop to about 96% forthe dual engine recovery, and a NR droop to about 93% (minimumtransient NR droop Is 91%) for the single engine recovery fora 37% collective pull. The T700-GE-701A engine decelerationcharacteristics are satisfactory.

PULL-UP AND PUSH OVER

9. The engine/airframe response characteristics during pull-upsand push-overs were evaluated at the conditions shown in table 1.A time history is presented in figure 9, appendix E. Rotor speedand power turbine speed varied +22 during the maneuver. TheT700-GE-701A engine/airframe response during pull-up and pushover maneuvers is satisfactory.

STATIC DROOP CHARACTERISTICS

10. The static droop characteristics of the T700-GE-701A enginewere evaluated by setting NR to 100% then conducting a normaltakeoff and IRP climb to 1000 feet, accelerating to VH, divingto the limit airspeed in forward flight (VNg) and returning toa hover. There was no static droop. Within the limited scope ofthis test, the static droop characteristics of the UH-60A withT700-GE-701A engines installed are excellent.

QUICK STOP

11. The T700-GE-701A engine/airframe characteristics during quickstop maneuvers were evaluated in a level deceleration from VH toa hover. The maneuver was performed by starting at VH, then

5

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reducing the collective to essentially full down and adjustingthe cyclic to maintain constant altitude above the ground. Arepresentative time history is presented in figure 10, appendix E.The rotor speed increased to 107% (within handbook limits of 110%)during the deceleration. The power turbine speed followed therotor speed to approximately 103%, then split down to 100% untilthe collective was increased at the end of the flare. The powerturbine speed then increased to 104% joining the decreasing rotorspeed. The recovery at completion of the quick stop resulted inthe NR drooping to approximately 92%. During the recovery,approximately 30 feet of altitude was lost while the engines wereaccelerating to hover power. The aircraft yawed to the left asinitial collective pitch was applied then to the right as enginesaccelerated to hover power. The low rotor audio and visual warningsystems activated. This caused the pilots attention to be divertedinside the cockpit and required extensive pilot compensation tocomplete the maneuver (HORS 6). The slow engine accelerationcharacteristics and resulting rotor droop are shortcomings whichdegrade the mission maneuvering capability of the aircraft.

LONGITUDINAL FLARE DECELERATION

12. Longitudinal flare deceleration characteristics were evaluatedat the conditions shown in table 1. The maneuver could not becompleted with the collective fixed due to the increase in torqueend turbine gas temperature (TGT) as the airspeed was reduced. Arepresentative time history is presented in figure 11, appendix E.The T700-GE-701A/UH-60A engine response characteristics duringcollective fixed longitudinal flares are satisfactory.

JUMP TAKEOFF

13. T700-GE-701A/UH-60A jump takeoff characteristics were evalu-ated at two different rates of collective pulls to IRP. Represen-tative time histories are presented in figures 12 and 13,appendix E. Although the rotor drooped to less than 95% causingthe audio and visual warning to activate, the aircraft was climb-ing and clearing all obstacles, thus the pilot did not sense andin fact was not approaching a hazardous situation. The Jumptakeoff characteristics of the T700-GE-701A engines installed inthe UH-60A are satisfactory.

ENGINE STABILITY

14. The T700-GE-701A/UH-60A engine/airframe stability character-istics were evaluated using separately, both pedal and collective

6

pulses. Representative time histories are presented in figures14 through 16, appendix E. There was no indication of engine/airframe instability during either the collective or pedal pulses,and although not indicated by the time histories, the oscillationswere highly damped when the control input pulsing was terminated.The T700-GE-701A/UH-60A engine/airframe stability response char-acteristics are satisfactory.

ENGINE ELECTRICAL CONTROL UNIT (ECU) LOCKOUT

S.', 15. The T700-GE-701A engine characteristics while operating inECU lockout were evaluated by setting power for level flight at80 KIAS, then placia- one power lever in ECU lockout, and manuallyresetting that engine torque to match the governed engine. ECUlockout was easily attained and power lever adjustment to matchtorques was quickly and easily accomplished. A representativetime history is presented in figure 17, appendix E. With theengine operating in manual control set as described above, theaircraft was accelerated to VH, decelerated to a hover, landed,and the collective reduced to full down. The torque matching

provided by the load demand spindle was excellent when the powerlever was set for level flight at 80 KIAS. The excellent torquematching engine stability and rotor speed control with one enginein ECU lockout and the power lever set for level flight at 80 KIASenhances mission accomplishment when operating in a degradedmode. During previous T700-GE-700 engine evaluations the samecharacteristics have been noted. A discussion of this procedureshould be included in the UH-60A handbook and should be taughtand demonstrated during transition and refresher training.

CONTINGENCY POWER

16. The contingency power characteristics of the T700-GE-701Aengines were evaluated at the conditions shown in table 1 withone engine power lever set at idle. Compared with the T700-GE-700 engine, the 701A engine two and one-half minute CRP providesa 1OZ increase to 1723 SHP at sea level standard day conditionsand a 22Z increase to 1443 SHP at 4000 ft 95*F day conditions.A time history of an increase to CPR is presented in figure 18,

• appendix E. For this test, the CPR had to be pilot limited at917*C TOT due to adjustments made to the 401 ECU used on thetest engine. The 917°C limit was easy to exceed and had to beclosely monitored by the pilot. While operating at CPR, engineresponse was the same as when operating at normal and intermediatepower settings. Only stable responses were noted. The additionalpower available for emergency single engine operations is enhanc-ing to the safety and survivability of the crew and aircraft andshould be incorporated in future designs.

4%

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MISCELLANEOUS

17. A popping sound subsequently determined to be "oil canning"at approximate fuselage station 262 on the right side of thefuselage was heard when collective was increased to approximately801 torque or greater. According to Sikorsky support personnel,the fuselage skin in that area had been reinforced for the heavyweight tests, then the reinforcing structure removed upon comple-tion of these tests. This oil-canning possibly represents aweak area of the fuselage and should be monitored for structuralimplications.

:-*W

CONCLUSIONS

GENERAL

18. Based on the PAE of the T700-GE-701A engines installed inthe UH-60A helicopter the following conclusions were reached:

a. The operation of this engine installation was satisfactoryexcept for the shortcomings noted below.

b. The CPR available for emergency single engine operationenhances the safety and survivability of the crew and aircraft.

c. Two enhancing characteristics and two shortcomings wereidentified.

ENHANCING CHARACTERISTICS

19. The following enhancing characteristics were identified:

a. The added contingency power available for emergency singleengine operations (para 16)

b. The excellent torque matching engine stability and rotorspeed control with one engine in ECU lockout and the power lever

.4 set for level flight at 80 KIAS (para 15)

SHORTCOMINGS

20. Two shortcomings were identified:

a. The slow engine acceleration during collective pulls fromapproximately zero torque to 50% and greater torque and duringaggressive maneuvers such as a quick stop from VH (par*s 7and 11)

b. The rotor droop to less than 95% NR and. resulting aircraft

response during collective pulls from approximately zero torque

to 501 or greater and during aggressive maneuvers such as aquick stop from VH (paras 7 and 11)

9

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RECOMMENDATIONS

21. The following recommendations are made:

a. The shortcomings reported in paragraphs 7 and I I becorrected.

b. The enhancing characteristics noted In paras 15 and 16be incorporated in future designs.

c. A discussion of the ECU lockout procedures discussed inpar& 15 should be included in the UH-60A handbook and AircrewTraining Manual (ATM).

d. Monitor the oil canning for structural implications(para 17).

10

APPENDIX A. REFERENCES

1. Letter, AVRADCON, DRDAV-DI, subject: Preliminary AirworthinessEvaluation of the UN-60A Helicopter vith T700-G-701A EnginesInstalled. (Test Request)

2. Prime Item Development Specification, DARCOK CP-2222-SIOOOF,Redline Markup for T?OO-GE-7O1A Engine Quaifioation Effort7 June 1983.

3. Model Specification, Red Line Ma r, k-up fo" T?OO-GE-701Agngine, 31 May 1983.

4. Technical Manual, TK55-1520-237-10, Operator'e HanuaL, UH-60AHfeicopter, 21 May 1979, with change 19 dated 14 February 1983.

5. Letter, AVRADCOK, DRDAV-D, 23 June 1983, subject: Airvorthi-ness Release for the conduct of a Preliminary AirworthinessEvaluation of the UH-60A Helicopter with the T700-GE-701A EnginesInstalled, Project No. 83-17.

6. Letter, USAABFA, DAVTE-TB, 22 June 1983, subject: Test PlanPreliminary Airworthiness Evaluation of the UH-60A Helicopter withthe T700-GE-701A Engines Installed, USAAEFA Project No. 83-17.

7. Paper, Anderson, William A., "Suggested Requirements forMilitary Helicopter Gas Turbine Engine Operating Charcteristics",published in Journal of the American Helicopter Society, Vol 12,No. 2, April 1967.

8. Army Material Command Pamphlet, AMCP No. 706-203, EngineeingDesign Handbook, Heticopte. Engineering Part 3 QuatifioationAssuanee April 1972.

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APPENDIX B. ENGINE DESCRIPTION

1. The T700-GE-701A engine is a front drive, turboshaft enginefeaturing a single-spool gas generator section consisting of afive-stage axial, single-stage centrifugal flow compressor, athrough flow annular combustion chamber, a two-stage axial flowgas generator turbine, and a free or independent two-stage axialflow power turbine. The power turbine shaft, which has a ratedspeed of 20,900 revolutions per minute (RPM), Is co-axial andextends to the front end of the engine. The engine also incorpor-ates modular construction throughout, an integral inlet particleseparator, a top-mounted accessory package, an engine-drivenfuel boost pump, a selfcontained lubrication system, conditionmonitoring-diagnostics provisions, a hydromechanical gas genera-tor control system, and an electrical power control system provi-ding power turbine speed control, dual engine load sharing, andredundant power turbine overspeed protection.

2. The T700-GE-701A engine has a contingency power (2.5 min.)rating (CPR) for use under one-engine inoperative conditions.Contingency power available for pilot use was manually selectableon the test aircraft. The production installation will automat-ically provide contingency power under single engine operationwhen a failed engine torque goes below 50%. The T700-GE-701Aengine also has a 10 minute limit rating in addition to the30 minute limit and the 2.5 minute limit.

3. The T700-GE-701A engine core has longer first stage compressorblades and increased cooling air flow to the turbine buckets,resulting in the turbine buckets seeing the same temperature asthe T700-0E-700 engine. The proposed 701A standard engineinstrumentation eliminates the oil temperature indicating systemand incorporate a AP oil pressure indicating system referencedto the internal B-sump pressure. The T700-GE-700 engine hasoverspeed protection at 1062 power turbine speed (Np) which cyclesthe fuel flow between minimum and maximum. The T700-GE-701Aengine has overspeed protection which cuts off all fuel flow at1202 Np. The -700 engine has a sea level standard day 30 minuteintermediate power rating of 1561 shaft horsepower (SHP); the701A engine has a sea level standard day 30 minute IRP limit of1694 SUP and a 2.5 minute CPR of 1723 SHP. The -700 engine hasa hot day (4000 feet, 950F) 30 minute rating of 1181 SHP; the701A engine has a hot day 30 minute limit of 1295 SHP, a 10minute limit of 1350 SUP and a 2.5 minute CPR of 1443 SHP.Engine turbine gas temperature (TOT) limits for the -700 engineare 7750C continuous, 8500C for 30 minutes, and 886"C for12 seconds. TGT limits for the 701A engine are 801"C maximumcontinuous, 867*C for 30 minutes, 872 +50 for 10 minutes (elec-trical control unit (ECU) limited) and T170C for 2.5 minutes CPR(pilot limited on test aircaft, ICU limited on production air-craft).

12

APPENDIX C. INSTRUMENTATION

GENERAL

1. The test instrumentation was installed, calibrated and main-tained by Sikorsky Aircraft Division Personnel. A test boom,with a swiveling pitot-static tube and angle-of-attack andsideslip vanes, was installed on the nose of the aircraft. Datawas obtained from calibrated instrumentation and displayed orrecorded as Indicated below.

*" Pilot Panel

Airspeed (boom)Altitude (boom)Altitude (radar)Rate of climb (boom)Rotor speed (sensitive)Engine torque **Turbine gas temperature (T4.5)**Power turbine speed (Np)**

Gas generator speed (Ng)**Control position

LongitudinalLateralDirectionalCollective

Horizontal stabilator positionNormal acceleration at cgAngle of sideslip

Copilot Panel

Airspeed (ship)Altitude (ship)Fuel remainingFree air temperatureTim code displayRun number

2. Data parameter recorded on board the aircraft Include the

following:

Diaital (P0H) Data Parameters

Power turbine speed (Np)**Gas generator speed (Us)**

**Both engines

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I9Wr3FW~~~ .. L I%-W -A

Turbine gas temperature (T4.5 )**Main rotor speedFuel used **ngine torque**

Power available spindle poeition**Load demand spindle poeition**Fuel flow"Main rotor shaft eztension torqueTail rotor torqueTail rotor impressed pitchControl position

LongitudinalLateralPedalCollective

Horizontal stabilator positionSideslip angleAngle-of-attackAircraft attitude

PitchlollTOW

Angular VelocityPitchRollYw

Angular accelerationPitchRollYaw

Normal load factor 6 cgAirspeed (boom)Airspeed (ship)Altitude (boom)Rate of climb (boom)

**Both engines

41

APPENDIX D. TEST TECHNIQUES ANDDATA ANALYSIS METHODS

1. The T700-GE-701A engine handling characteristics were evalu-ated using the basic methods described in references 7 and 8,appendix A. All test data were recorded using test instrumenta-tion and recorded on magnetic tape Installed in the aircraft.The data are presented as time histories of pertinent engineparameters.

RGIN ACCKIERATION

2. The T700-G-701A engine acceleration characteristics wereevaluated using dual and single engine collective pulls toIntermediate rated power (IRP) from predetermined power settings.These power settings varied incrementally from 80 percent torquedown to &.ro torque (autorotation). The target rates of applica-tion were for a ramp input varying from five to one seconds.The aircraft was stabilized at the test altitude and airspeed.The data recorder was turned on, the ramp input completed, andthe dynamic response was recorded. On those points where therotor drooped to less than 95 percent, the collective was reducedto effect recovery when the low rotor speed visual and audiowarning were observed.

1013 5CW~IATION

3. The T700-0-701A engine deceleration characteristics wereevaluated using dual and single engine collective ramp reductionto full down collective. The aircraft was stabilized, the datarecorder activated, and the input completed as described inparagraph 2.

FUl-? AMDh FUSE-OUn

4. The T70O-4X-701A engine response during pull-up and push-overmaneuvers was evaluated by stabilizing the aircraft In levelflight, turning the data recorder on and applying an aft cyclicinput to decelerate the aircraft followed by a forward cyclicinput to accelerate the aircraft to a nominal speed above thestabilized airspeed.

STATIC aOOp

5. The T700-E-701A engine static droop characteristics wereevaluated by setting the rotor speed to 100 percent on the ground

15

0* *L* * *~ * * 4 %

at flat pitch, then performing takeoff, IRP climb, level flight

maneuvers, autorotational descent and landing while observingthe static changes in rotor speed during the various flight

configurations.

QUICK STOP

6. The T700-GE-701A engine response characteristics during quickstop maneuvers were evaluated by accelerating to maximum levelflight airspeed, turning on the data recording system, thenreducing the collective to the full down position while applyingaft cyclic to maintain constant altitude. The data are presentedas a time history of pertinent engine parameters.

LONGITUDINAL FLARE DECELERATION

7. The T700-GE-701A engine response characteristics during longi-tudinal flare decelerations were evaluated by accelerating tomaximum level flight airspeed, turning on the data recordingsystem, performing a collective fixed deceleration by applyingaft cyclic, and allowing airspeed and altitude to vary until theairspeed decreased to zero.

JWMP TAKEOFF

8. The T700-GE-701A engine response characteristics during jumptakeoffs were evaluated by applying collective until the aircraftwas light on wheels, turning the data recording system on, thenmaking a ramp collective input to the IRP setting. Varyingrates of application were evaluated as a buildup to a one secondramp input to IRP.

ENGINE STABILITY

9. The T700-M-701A engine stability characteristics were evalu-ated by stabilizing the aircraft in level flight, turning on thedata recording system and applying collective and pedal pulsesat various rates until the apparent natural frequency was deter-mined. The controls were then pulsed at this rate for severalseconds to determine if any divergent oscillation characteristicswere present. The collective was returned to the initial setting(man of the pulse input) and the damping characteristics wereevaluated prior to turning off the data recorder.

16

ENGINE ELECTRICAL CONTROL UNIT LOCKOUT

10. The T700-GE-701A engine and rotor speed response characteris-tics while operating in ECU lockout were evaluated by stabilizingin level flight at 80 knots indicated airspeed (KIAS). The datarecorder was turned on, one engine placed in ECU lockout and thelocked out engine set at various power settings above and belowthe ECU controlled engine. The locked out engine was then torquematched to the other engine, the aircraft accelerated to maximumlevel flight airspeed, then decelerated to approach speed, hover,and landing with the collective placed at flat pitch withoutresetting the locked out engine power lever.

CONTINGENCY POWER

11. The T700-GE-701A contingency power characteristics were eval-uated by stabilizing the aircraft in level flight, placing oneengine power lever to idle, turning on the data recorder, activa-ting the pilot controlled contingency power switch and increasingcollective to contingency power limits. The limits had to bepilot monitored due to the test engine configuration (seeengine description, app B).

DEFINITION

12. The following definition of a shortcoming was used duringthis evaluation: Shortcoming - An imperfection or malfunctionoccurring during the life cycle of equipment which must bereported and which should be corrected to increase efficiencyand to render the equipment completely serviceable. It will notcause an immediate breakdown, jeopardize safe operation, ormaterially reduce the useability of the material or end product.

HANDLING QUALITIES RATING SCALE

13. A Cooper-Earper Handling Qualities Rating Scale (HQES)(fig. 1) was used to augment pilot comments relative to handlingqualities.

17

2. 2._.

qr'?

- - ~' - -

k A A

.1 8 ~6. Ii I *I 1 *1 II 'i ' II~Iii

4- 111111 Ii 111111 IIII I SH -

S.. I~ uii~4 III I1:1 ii'

S aN~ Iii III 'U-~ a a .94

A he

i~I :1 1ZIIPI AlitE

S/i

% V

5,

'5,

18

~ -~ ~ *.. *..* -.

APPENDIX E. TEST DATA

Figure Figure NumberEngine Acceleration I through 6

Engine Deceleration 7 and 8Pull-up and Push-over 9Quick Stop 10Longitudinal Flare Deceleration 11Jump Takeoff 12 and 13Engine Stability 14 through 16ECU Lockout 17Contingency Power 18

-919

-'S_

.. . .V., , - ,,...- , . . . .,.'...." '.;, .. '....,:. ..,,., ,/,'./. . '.. ,-.. ., . .

FIGURE 1

DUAL ENGINE COLLECTIVE PULL

TRIM[- ENGINE START ENGINE START DENSITY ROTOR INDICATED

GROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED(LB) (FS) (FT) (*C) (RPM) CONDITION (KIAS)

PARTIAL17,500 353.0 (MID) 4000 21.0 258 POWER 80

DESCENT10 5 ......... .....

................ ......... ! T : NUMBER ONE ENGINE2. * - NUMBER TWO ENGINE

Ic a N 10 ......... ......... .....................: ........ ......... .. ............ .. ........ . .... ........ ....... ,......... ...... .

S.... .. .../Z, ,J r i9 5. ... . .. .. -.. ........ .............. ..1061 0 5 ......... . . .o., . . .......... ......... .. .......... ................. .. . . . .... . .

-co2 fa so ...... ..... ........... ........ ........ : 0 ...... ............................. .............................. .. ...... .. .

40 5 80

..... ..... .... ..... .. ..... ....... .................. .. " 0

2 0. ...7. .. ............ .... .... .... ......... ; l ; i, ; ; ; : .......................... ..800 z " .........a oo ... .. 1.7 -- r .... .... .......... ....... ..... ..... ..... ............. ...

5. q 00 .." . ....... .... .I . .... ... ....... .. .... .. ...................... ... .. .. I .. .. .. (. ......... .. ...... . .

< .. ! / ff ,7i So o ...0 . . - : So ::..... *" .. .. .. ...-... '.:-' ... ".. ........... ..... ... .... ........... .. ".. ..... ................. ..

'-LD

: ..0......

0o 1 2. 3 .........

T IM ° -S... .

.2 oo0,'S )

,oo 95 100. ..... :.. .- P...,,.., .... L I ... ...

60................-.--- -. poe m~, ....,,o ... . ...ms.-

' -4 ± ,0 *:.1-: ::: : .;, . : .... ." :"

:.: 0 ......... .... . . . . ........ ... ,..... ....

0o1-2...' S 6 7 8 9 10 II 12 13 III 1', .. TI~f1 - SlEC.

• ..-. .% 20.~8V

FIGURE 2

DUAL ENGINE COLLECTIVE PULL

TRIMENGINE START ENGINE START DENSITY ROTOR INDICATEDGROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(LB) (FS) (FT) (C0 (RPM) CONDITION (KIAS)

17,500 353.0 (MID) 4800 21.0 258 AUTOROTATION 80105 .... ........... .......- -..... ... .

'.NOTES: 1. 0 -NUMBER ONE ENGINE*2. * - NUMBER TWO ENGINE

to .... .. .. .... . .. ..*. ... .... .. .. .......... .... .... ... .i. ..... .......

100 .... ....................... ......... ....... ........ ................. ............

12 o . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . ... . . .

~ sslo . . . . . . . . .. .. . . . . . . . . . . .. . . . . ... . . . .

vvAN g

.. .. ..80. .......... .. ... .... ..

...0.. ... .... ..

20. 70 ............ ......... ~

20 7. 00 .....

L 500(T4

-110 200 v ..... .....

1052................... v ......j.115 Soo ..... ...... kP

... .. .. ... ....... ...... .. .. .

10 ............ d .... .... ......... . .... ............. ..........S.

? ........

05 to 2t mi L.- 5 9 1 1 2 1 1.

so ao ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ TM ..... ...... SEC . ................... ............. ........................

20 J. . .. . . . . . .. . . . . .. . . ...-. .. . .. .. ..... . . . .. . .. ... ...

.IGURE 3

SINGLE ENGINE COLLECTIVE PULL

TRIM

* , ENGINE START ENGINE START DENSITY ROTOR INDICATED

GROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(LB) (FS) (FT) (C) (RPM) CONDITION (WIAS)

PARTIAL

17,500 353.0 (MID) 4170 21.0 258 POWER 80

105 .... . ...............% .... .... .... ... DESCENT

NOTES: 1. 0 - NUMBER ONE ENGINE

102. *-NUMBER TWO ENGINE1.. . . . . . . .0 .............................. *.-................

- . ... . . ..... . . . ._-'120 90 ......... ".........." ...... .. '" .. .. . ...... '......... ......... '......... ......... ......... '. ......... ......... ":......... ......... '....... "

. 12!0 90*~I. ... ..............

mA"' ," ~~100 - 85 " . . .: " ";" . ... .. .. ... .......................................... ......... -.......... :......... :......... :....... ...

so ,, ,75e ......... .......... ....... . ...... .. ...... i......... I ......... ......... !......... !......... ........ !......... ......... .................. .-.

S:O 800 T- i i . . I"- q 0 ... . ....... ": "" ":....... ........ ? . ,. , ... . ......... ......... ......... ......... . ...... ... .

17- -r 0,700.: - . ..... .... :.. .......... ....... '.. ...... . f.......... .. i.. ....... .

.:' 0 Goo r : "" " .... .... ...... •.......... ......... •ILI

.5.'-'E T4.

"' - - I- o ......... .. :..

....-...... .. ._ _ 2.. .. .

11, .0 - 00 .. .. . ...... . : • .: - : .. :.. . ......... ......... I......... I...... -..

310 200iz:9 5 ......

~~Soo

..~~~~~~~~~~~~~~...:......... ;........ - ........ ....1 ............... ..........; .... .:"...... " ........ ...... :............................ .... .......

;.1:.: U : : * # : :

• ;.. 11 - 00 ......... ....... ............. ........ :......... ......... : ......... : ......... . . ... ........ •. .. ....................., .........

90 1~ 2. o 1 2 1 4 i

TM SEC.i:'

- TIME - SEC.

22

. .. •-.

FIGURE 4 2SINGLE ENGINE COLLECTIVE PULL

TRIM

ENGINE START ENGINE START DENSITY ROTOR INDICATEDGROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(LB) (FS) (PT) (C) (RPM) CONDITION (KIAS)

17,500 353.0 (MID) 4700 21.0 258 AUTOROTATION 80~ ~~~105 ......... .......... o........ f ......... •.......... ........ ........... !" NO.:... UM E NE EG105 . . . NOTES: 1. 0 - NUMIBER ONE ENGINE

2. * - NUMBER TWO ENGINEi 'too0 ......... e......... i .......... ......... ........... ......... i ........ ........ ......... ........ .* ......... ......... .... .. .... ...

120 90 ......... /......... -........ ................. .... ......... I' .. .................. ......... ................... ....... .

00 8 ..... ........ .. ......... ... ..

... ... .......... "... . ..-......... -..... l .......... :....... .... ... i......... i ....... -....... i......... ......... ....... .-. ............. ..... ..... .......s""

i''J/

- - i i i i j! i i i i

o0 .......... .. : ..... ... . ".. '. . ...... ... ..........

cj- .. . . .. . . ..... ...0.. .....0. ... ..... ...r tu

600.. ........... ~. . .. .........20~~~~a -00 ... ....I5...........:.............

S oo' ........ ." .. .. .. . .. i . ., . .. .. . .. ...A ; ... .. .......... :.:...

G. o oo ....... .. ....... ......... ... ........... : ...... ..... . .... ;.:...... ......... i.......... ......... o .......

! O

. ..." ... .. .. .....--. - . - . .. .. e ,. : " , . : "'_ :....' '- l11.= Soo .... ... ... ... ... ..... . ......... ,, -... ............... ..= .-.... ..... ;.......... .. ..-.. .

1O0 l" 200 ..................... . .. ............... . .. ......... ........ ... ............. .. ' .... .110 __ 200 ......... :......... -.........-.........-........... *---:......... :............ ;..... :.........-........ •......... :......... :......... :................:.

....... 00.. ..... . . .. .--....... .... . .too ' I"-)1----,- i i

,.' .A'. ! %W, ' .i . ., Nr0,5 -_ • t oo. : ; : ,-

: ,P

,o .. ..--.- ... 1. ::.- ,s - oo ------- - .,'-- - .- ,-----

s.. .. . . . . . •. . .. . . . .." '-'. ,,:.,, ,o eo...................... ..... ........ ... .. - . .

0 1 2 3 "i 6 7 , 9 10 11 12 13 1i !

TIME SEC.

23

-4....... l

\., :'Y.~::~Y '* _, i . .' . "- ... '.4 . .. .- "l

FIGURE 5

SINGLE ENGINE COLLECTIVE PULL

TRIMENGINE START ENGINE START 01151?! ROTOR INDICATED

=0S5 VIGNY LONGITUDINAL CC ALTITUDE OAT SPEED FLIGHNT AIRSPEED(LB) (Fs) (FT) (00 (RPM) CONDITION WKAS)

18.000 354.0 (KID) 4000 21.5 256 AUTOROTATION s0.... ....T.....r.... i ......NOTES: 1. a - NUMBER ONE ENGINE 'f-

lam2: NuK~llR Two ENGINE

.... . ....... ...............

4. F.

.cJ ...../ .. ... .. .

..........................

J - -- t -

T t

U..............................il 300 ...... ...... ,.... ..

3~ff

S 0 so4 ........... .....

COLj.ET[V

............................... ........ ........ ........ .... ........... ............................. ...........................................

00 1 a 3 4 6 1 7 a 6 10 it 12 13 :

2IN - SMC

FIGURE (

W DUAL ENGINE COLLECTIVE PULL

h~p. TRIM

ENGINE START ENGINE START DENSITY ROTOR INDICATEDGROSS WIGT LONGITUDINAL CG ALTITUDE OAT SPEED PLIGHT AIRSPEED

(L) (US) (PT) ("C) (RPM) CONDITION (KAS)

18,000 354.0 (KID) 4000 21.5 258 AUTOROTATION 80i ....... ' ........ ........ ........ ......... r ........ ** N S: 1. 0- NUMBER ONE ENGINE

- !:.........................2. * NUMBER TWO ENGINEin ......... ......... ........ ........ ........ ......... ......... ......... * ......... ........ ......... ......... ,......... i......... ..

. ... ... .. . ...... ...... .. ........ ......... ......... ....... . .... .........

" " } :.. .. .. i i i ! ........ ..+ +. ........ -- --.......-- ........ ...... .V, ' s ...............:m - ......... ......... ......... ........ . ........ ......... ........ . -. ........ ........ ........ ........ . ..... ....! ...... ........

.. .-.!.= .- ..... ...... . .... ..... ......... ........ ........ '...:.....!......i..Z -............. . ................

.. . . . .........

-j iu. ..... i.... ........ i ....... i ........ . : ........ li... . .A... .......... ........ -i ........ ....... ...." -- , : ..

tI......... .. .. . .... ....... ........ ...... ...... .....

4 ' s.......*.............. .. 7........ ... ....: aw~4 IxII'

13s ......... ........ ......... .. .. . ...... ...... i ..... .... ....... .. ... ........ ......................

1 . . . . . . . . .. . .. .

4 ; ; ll ... . ..

I n - 0 ........ .......... ......... ........ ........ ......... " ..... I... .. ... ........ .i. ...... " " ......... ......... i......... . ....

10. ....... ........100- 10

. ....... .................. ......... .......... ......... ........ . ..................

..... . ...... ... ....... ...... .... ...

i 0 -A,.. .. ...I *3 .. . . . . . . . ... .. . ..... k w .y..... .....................

S.-.......... .......

0 I I 9 1 S a 7 1 1t0 II 12 £3 1TINE - SEC.

25

4 .

1 TCUR 7

DUAL ENGINE DECELERATION

TRIMENGINE START ENGINE START DENSITY ROTOR INDICATEDGROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(LB) (FS) (FT) (OC) (RPM) CONDITION (KIAS)

MAX17,500 353.0 (MID) 5400 19.5 258 POWER 80

S.................................. . CLIMBNOTES: 1. 0 - NUMBER ONE ENGINE

2. * - NUMBER TWO ENGINE-m . i -: ....... ....... ....... ...... e.......... ............... :....... . ....... ....... :

v,,-' - ....... ....... ....... ........ -....... ....... ! ...... . ....... ....... .......IN . .. .. .... . ... ...

...............

liew - wi - ...... ;..... ......." ...... ........" ...... ....... ; .. .. ..... ; ...... .

-. S- .... . .

z, .ti ' i. ' . ......t ,Iii I • I

S. i i.....II , I , il n

-~ ~ s , - ..'. . --... ....... ....... ........ [ ...... !..... ..P " '" '

o4w I. .-. .- ... ................ . ...... ........ .............. ......... .......

li -- 1 - I....I.....- .,".. . .. ....:... '' . . .... ........ :........l : : : : : :

t t1. i, t I I I :

em- ..... ........ ... f./

• . 'I , I : .

'.U: ,:

-l~'% ":.. . ..its. .. I ... i .... .. ........ ...... ....... , . . . . . . . . .

i n .. . . . . . . . ......... .. . , , ........... . . .... I " '..........

l 4W - ......11,5_Urn1 : ,,,,..l

~I1l

. ,.. :, . . . .Nr&NSp

........ ....• .-. .. .. .. .. ...

41

COLLECTIVE

-- :af ........ ." ....• ":......... ......... l "" .... llr: . .... . ... .... .......

6 a 4 6 8 10 12 14 16 1.9 ZY

TI ME - SEC... '. ' r-.* .- - --- -- . . . -. .-. . . ...

FIGURE 8

DUAL ENGINE DECELERATION

IDE SRT ENIN STAT DNSITY ROTOR INDICATEDGROSS EIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(L) (F) (VT) (c) (RPM) CONDITION (KIAS)

SINGLE ENGINE17,500 353.0 (MID) 3700 21.5 258 MAX POWER 80

s. .................................... ... LEVEL FLIGHTS . NOTES: 1. 0 - NUBER ONE ENGINE

S.............. ....... * 2. * " NMER TWO ENGINE

mI 0 ... .. . . ... ... :

, ..... ....... .. ...

66 75 ....... ....... .. 4! .... ..........49 - aw .... .........

L~- 88-,s~4.q gtr - ....... :"

.. .. ....... ........... ....... ..........

. .. ... ......... ... ..... iis 3w- . .......... ....

........................................... ................. ....... ..... .......

.4- . -:....F.... ... "..... .CLETV

IL

.U.oo-........

SS

......... .... ..

s 5 IN i a a ir

27 T ,,

i- .. . .. 6* ...... . . " . . . . .A % .

lr- W' r, r. 1 r

. FIGURE 9

PULL-UP AND PUSH-OVER MANEUVER

TRIM

ENGINE START ENGINE START DENSITY ROTOR INDICATED

GROSS VzEIGT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED(Ls) (7S) (T) (*C) (RPM) CONDITION (US)

17,500 353.0 (MID) 4400 20.0 258 LEVEL FLIGHT so105 ......... . ...... .. ... "... . . ....... . .OTES- 1. 13 - lUI I ONE ENGINE

2. * - MlltER TWO ENGINE10 oo . .. ......... I . ........... ......... ......... ......... , ......... . . . ..i ....... . ......... ......... ......... ......... ........

* S.g" " S ......... :......... * ......... ......... ........ .......... €....................; .................... .................. ................... ........

120 - 700......... . .......

, . ,' ' " " i 080 -" 80 ....... ........ ................................................ ........... ........ ......-......."....,....-_' ,-:"" " "" --" " • - ":. " .-.. .."............ ..."

- . 75 .......... .................... ......... " .................. ".......... ............................ ........ ............................... ........

.. ....... ...... ... ...... .. ......... ...

2 0 70 0o ..... ............... .. i ........ ; .. ....... ............. .. . . . . . . . . . . . . ......... ... ..... .0o I& o ......... ......... ......... ......... ........ ......... ..... I......... I ..... ..... .... ..........T

Soo ....... ............. I ...... * ...... . ...... .... .................. ...... .. .o.o .o.o..... ......... ,.... ..... ........o. ........

u ........... ..... ..... ........... ........... .... ... ..

---... ......... .... .. ... s o - 3oo ....-.... ....... ........

k. - 1 0 - 2 0 . ...... . ......... .. ......... ;': ........ .:" ........ ........ .......... s ......... I ....... . ....... . , " ......... : ......... ......... ........ •

, a: --" - '. : :. --

4 4 N . ., o. . . :

' 10 2 0 ................

C3,ac

., .0 - 6 0....... .......... .................'". .. .. ......... ......... ........................................... ....................

so 105 .. .. .. . ...... . ... . ....... ..

so' .. O :........ .................. ........ . ..... ......... .......... " . : "......... ........ ..... ... ................... " ........

" ' 1 10 . i

IO ..* : • . . ... : : P,-' , +g-.•R

80 ...... ... ......... ........ . . .. . .... r .................. ... I._....,. ..

20 ... ....... . ........ .. . ......... . ..........

k4, 0 • -• -•. ... - - -.-

0 1 2 . 4 5 6 T 0 10 it 12 is is is

1 28

VI - *..' . % *.. ...- . *' * ~ ..4 ~ *A ~*~ 4~4 W~

FIGURE 10

TRIENGinE START ENGINE START DENSITT ROTOR INDICATEDGROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(Is) (FS) (FT) (*C) (RPM) CONDITION (WAS)

17.500 353.0 (KID) 1750 26.0 256 LEVEL FLIGHT 150

NOmES:.....-...BE.....ENGIN2. *NU4ER TWO ENGINE

...... A .... . ..NOT........ES....: . ..RNEEGN

.... ................... ......... ..... ....

.. ......... . ............ - ..... .....

* U 3 *.... ..... ..... .............. . ....

................................ .....

................

..... .. . .....

.. ..... ...... ..... ...... ........ .

INm ..... .... . ............

* 4ammS.............. ............. ..... ...... .... .......

..... N .... ................1 .... ..... ...... .... ....... ..

29 TIM - ; EC

FIGURE I1I

LONGITUDINAL FLARE DECELERATION MANEUVER

TRIM

ENGINE START ENGINE START DENSITY ROTOR INDICATEDGROSS VEIGHT LONGITUDINAL CC ALTITUDE OAT SPEED FLIGHT AIRSPEED

(15) (FS) (FT) (OC) (RPM) CONDITION (KimS)

17,500 353.0 (MID) 3800 21.5 258 LEVEL FLIGHT 150

We ............... .... ... NOTES: 1. aa 1UMER ONE ENGINE:.....2. * - NUMBER TWO ENGINE:

JAW .................... ....... ..... ..... %.......... ..... ..... ..................................

.. ....... ...... .. ...

as. . ~ .- .... .... j.......

9. *..~::- .T 4 .

1 w..... .......... .... .. .. .I. .. .

W ......................................... .....

.. . ... .. . .. ... .. . . . . ... . .. . . . . .. . . . . .. . . . . . ... ... .. . .

..4...-.. . ... .

its-...... .... ... ..... .... ...

i n . . . . . . . . . .. . .. . .. . .. . . .. .. . . . . . . . . . . . . . . . .. . ... .. . . . . . . .

U~~~- 4 . . .3 ~ 45 ~ !5P:

'W~-. ................ e~..V -% ~ .~,-

FIomUI 12

JiMP TAK OFF

TRIM

ENGINE START ENGINE START DENSITY ROTOR INDICATEDGROSS WEIGHT LONGITUDINAL CC ALTITUD OAT SPED FLIGHT AIRSPEED

(LB) (Vs) (rT) (&C) (RPM) CONDITION (KIAS)

17,500 353.0 (MID) 1700 28.5 258 LIGHT ON 0WHEELS

In - ........... NOTES: 1. a - NIMBER ONE ENGINE..."2. NUMB TWO ENGINE

. .... ......... . ........ ........ . ........

! .~ ~...i ...... . .. ....". ...... ........ ......... i........ i ........ f ...... ........ t.......I . . .. ...... .. ...... -

in. I .. .....tT

tim........ -..-.. , .. ... ... .. . .,.:...... -.........- . ..... Z ....... .--......

r ........... .. . .

.... % ........ . . ..

20t -0....

a j m ........ .4 ......... .......- ....... ........ ........I ..........• ........ ......... ......... ........- .......

..... l/ .. ... ... ... .... .... .... .... .... ...ta ................ *...... ..... ..... ......O -: N - ......... .......... ....... "c ........ ........ -...... t.......... ........ -....... .. ......... ........ .........

its -- ........ ........ -........ ........ ... ......... .... ......... ....... .. . .

ISOli - ........ .......... ..... .. ........ .4 ........ ......... ......... .......... ., ........ ......... ..... ...

[." i , .:- w . .100 • - ..... .... .....

PWR O#R

so| - ......... ......... .. ..... ......... ........ ........ ......... .......... ......... -........ .. ........ .........

. ... ....... . .

- " .-

... .. ....... ........ ........ ........ ".............................. .. .. ... .......... .........

S. .................................. .... -- ". .......

0 a _ 12 1 i 1 2 22 2TIME - SEC.

31

- _ _, .':~ . ,,__" , - -- _ 3 i '.--

r* -*

b - -- .•

FIGURE 13

JUMP TAKEOFF

" . TRIMENGINE START ENGINE START DENSITY ROTOR INDICATED

GROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED(L) (FS) (FT) (*C) (RPM) CONDITION (KIAS)

17,500 353.0 (KID) 1700 28.5 258 LIGHT ON 01.WHEELS o~EGN

to - ............ NOTES: 1. 13 - NUMBER ONE ENGINE2. - NUMBER TWO ENGINE

ago )...... . . ....S.. ............. ..

. . rO.I-EIE..WC mT:79. "........ .......... ... ... ......... ......... ......... .........:

...... i................ ....4 5

_ . ... ..-i' " " .~........ ....i .......... .. i+. .. ......... ........ ........ .........i

to--.-.. .. .... .............. .. ...... ...........

300O ......... ..........- "' ......... ........ ........ ......... .

110 m ......... ......... .. ,...... ........ ......... ........ .........t................... ............................................

a-. too -i;"- ":" LVR.. . .... .". s

: v- .. . CILLECTIVE. . . . .... . .......................................

' "-- ! i.I .... .................. .......... ".........

~0 J" O ; " ; I .. a.

0 Is So 35

* TIME S-$C.I3

': ,'' ,!2 g .2 ', *g ' .'; '..g~g W ' .'''.: ..." "...CdLLECTI2V E. ' € ., . , "' .I 2 '?.": : .., .--_-. .-. "

+ ,j - .-.' -.-. , , . .. ,. _. , r ,_ -. r.._ -. ' . ,. ,.- ., .rp . . y.y. w y r ' . - w, *- -% i . -..-..--. : ..-.- -. -. -. -, - . +

FIGURE 14

COLLECTIVE PULSES

TRIM

ENGINE START ENGINE START DENSITY ROTOR INDICATED

GROSS wEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(LB) (FS) (PT) ('C) (RPM) CONDITION (KIAS)

17,500 353.0 (MID) 5400 18.5 258 LEVEL FLIGHT 80

105 .......... ......... ........ ................. NOTES: 1. 13 - NUMBER ONE ENGINE ........................

* i2. * - NUMBER TWO ENGINE

10 100 .i.

120 ,,, 0 ... i.. ........ ... ....... ........ ......... ......... ........... ......... ;......... ....... ........... ......... ..........i ......... i........,I ....... ....8" ...... . ". . ..

so 7 50 ................... ......... ......... ................................................. ......... ........ ......... .........• .......... ....

700 ........... ............... ........ ? ......... .............." .......... ..._ ......... ......... ......... ......... ..0 . .20 ...00..... . .

I 00 .............. ............................. ........... .. .......* .f:

L; 5 1 00 ......... .......... ........ .. ........ .. ........ ......... ......... .......... .......... ........ ... ........ ......... ,........., ........., ........

ca

1.' 1 l0-0 ......... ......... ........ ." .........* ........ ......... ......... .. ......................... .... ................... I......... ...... .. .......

Id

r -- --.". ..... .....€ - ........ ......-- . .........- ..... . ,, , ....i ts 3 0 0 .. ........ .. .... .. .. . .. . .... .. . .. . .. .. .. .. .. .. . ." -- , ( L

I to" t 2 0 .. .... .. .. . .... .. ... .. ......... ",....... ''-...... ..... ... ..'1,0o .. .. .. .. ..... .. ........ ... ... .. .. .. . ".- i -; ,"[....... .. ... ........... ....

. .... .-. ....

115 - 100

o so

s om : . . ..... . C ' : .".. .. ...... .... ...L.. ...

iO ............ ...;. .. .: .. ..+ ...................... .. +. .......... ....; ............ .. . .... ........ .. .. ....

2I0 ......... !. . . . . . . . .. . ...... : ........ ......... ......... I......... )......... )......... +........ ,t......... .......... ......... I.........

10010 . . . .. d.. .. . .~~4 . . f..yiq

0 ? 8 0l 10 11 12 19 14l ISTIME - SEC.

33

......... ...~

" "!'" .- .. . ...-... " '.' . . +-.-,........-......-v,, . .....% .-.- ".............. . .. I.I """ ". - . ."

- . , , , . , .,.. . . .-....- . .. ;-. .p . . .- \.., .. .-. ; . . . ,-. -. 2 .-

.. , -- -r ,,

FIGURE 15

PEDAL PULSES

TRIMENGINE START ENGINE START DENSITY ROTOR INDICATED

GROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(LB) (FS) (FT) (°C) (RPM) CONDITION (KIAS)

17,500 353.0 (MID) 5000 19.0 258 LEVEL FLIGHT 80

105 ................... ......... ..................... NOTES . 1 3 NUMBER ONE ENGINE2. * - NUMBER TWO ENGINE

100 ......... i ......... ......... -...... ..... .... . .. ... . . ..

a~ 9~ _ - 113 Ng:- 9 5 [ - .......... .... ......... ... ...... ....... :.. -.... ..... ... ... ......... .. .......... : ......... ......... ......... i ....... .

12 9o 0 .... ,..... ... i~i........ ........ .. ..... . ...... . ................... ... ...... ......... ... .......... ......... ........ ...I G ' 6 5 . . . .... .... .... ..... .... ..... .... .... ... .. ............. ................ ......

I-Z-

w U s8 o ......... .........:......... " .........: ......... .........." .........' ................... ".......... .........' ......... ':......... ......... ....... .

-0 7- " ...5. i ...! .. , " ....... .i.........! "!....... i...... .i......... .... .!......... ......... ........

0a - S O O ......... ............. ...... .......... ....... I ..... ... . .....' ......... ......... .......... "......... ......... ......... : ......... ;....... ..

4- --

.. .. .60 75

60 ................ ...... .... .......... ... .. . . . .

5 0 0 ......... .......... ' "-........ -........ : ............................ ......... ......... ........ .... ......... ......... ......... .........

00 ......... ........ . . . ............................ ............

4 "

tis Soo-30 ......... ......... ........ ......... ............... ............ ......... ......... ........ ............................. ......... ....... .

! --

11 ,20]l O - a 0 ......... ......... : ........ ........ *........ .. . .......... ' ......... ......... ......... -: ........ ......... ......... ......... ' ....... .

:. ,, ,o10 ......... ......... ,.......... ......... : ..................................................................to ..ooh

115 300 ..-.. .... ........

!:i i " - ,.o , ,,,-- .-. ---- -- -,,,-- ---.,,---,,,------ -- ,...- ..- -:, L S. . ,, , , .o ...............1 1 2 0. .... . . . . . .. . .. ... ... .....,O 0 .. . . t....... ".'........ ..... '.... ...... .... = - . .. ...... . ...- - .. ...................

t o ...... C ............ ...... .... .tic1 ......... .................... ........... .. .. . ............ ......... ......... ......... ......... .......... ......... ......... ........ .

2 0 ......... , ......... ........... .......... ......... , ......... , ......... , ......... , ......... , ........ ........ .. ......... , ......... , ......... , ....... .

"0 1 2 a 4 S ai 7 0 9 10 it 12 13 14 IS"' TIME -SEC.

';-

.... ..

77-7--- " . ."" 77 _ : - -7- 7

FIGURE 16

COLLECTIVE PULSESJ4"

TRIM

ENGINE START ENGINE START DENSITY ROTOR INDICATEDGROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(LB) (FS) (PT) UOC) (RPM) CONDITION (KIAS)

17,500 353.0 (MID) 4400 20.5 258 LEVEL FLIGHT 80".- ~~~~ ~~~~~~~105 ......... ......... ....................................... OE : 1 w=N E N NIE.... ....

. . .NOTES: 1. 0 - NUM4BER ONE ENGINE2. * - NUMBER TWO ENGINEtoo0 ......... ......... ......... :.......... ......... " ......... .......... ......... .......... ......... .......... ......... .......... ........ i.........

......... . ................ .. .

12 90i ' ......... )......... .......... .........i .................. ..........i ......... i......... i........ ;........ .................. .......... ..........10 0 " a s ......... ..... .i........ i........ ........ ......... i......... " ......... "......... i...................... ... .............. ......... .. ......

• ... ......... ...... ......... ......... ;......... ......... .......... * ......... ........ ........ .:......... ......... ..........

..........

o - .... ...... . .. ...... .............. ......... ..................

4, :

11 0 - Boo ......... ......... ......... ........... •.........! ......... ......... ......... ......... .......... i......... ......... "......... .........'.. ....................... T 52 0 -- ° 7 0 0....... ... ...... .. ........ ( ( i i i i i ii........ ......... ......... I ......... ......... :6........ ....................... "...................

0 o 600 ......... ........... .... ........ -:............... ..... ................... ............................ • ................... ..

... ........

SO0 ~~ ~.. - .- '.. -.......... ,,...,!- ...... , ........ ,. ...... ......... ,. e .••- . . ..r•• -.... ........................ :.............. ......it - o .... .......... ......-.. ' ..........- " r'= ,,•T ." I L

I 1 90. ......... .... ......... ......... ......... ......... ......... ............................................

105 - " 00 .....,.. ...: ...... ........ . ................ .. .... .. .......... ......... ........ ......... ......... ........... ....

too-

"%'a

- 5 - 0 .......

20 lO - so ......... .................. I ......... ......... ........ .......... ......... .......... ; ......... ............................ ......... ...............................................

'-" " 0 ~I .............................. .. ... ...., ................... .... ... ..................... .... ......... .

20 - 700. . . .

I . 04.

6, 0 27 9 to 11 12 1 111 l '4TIME - SEC.

if, 35

X

FIGURE 17

NUMBER ONE ENGINE IN ECU LOCKOUT

TRIM

ENGINE START ENGINE START DENSITY ROTOR INDICATEDGROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED

(LB) (FS) (FT) ("C) (RPM) CONDITION (KIAS)

17,500 353.0 (MID) 5250 18.5 258 LEVEL FLIGHT 80

............ NOTES: 1. 0 - NUMBER ONE ENGINE2. *-NUMBER TWO ENGINEIB~~~~~~l f - i........ ........ ....... ........ ....... .. .. ... ...

7 N:'-' .. : -~~~... .. ::..... ,..... .... ...- - ..... :

* - . .5

":"2 I g - ..... ..... ...... ..... .......

Lm,,d - .... .i" '' ...... .......... ... ...." ....... :r i1: : *" * S

,.-,o - 73 ....... !....... .,: .!... ... ...... !- •I- -- ,

* - ci &4.55--..- a 6w 115 ... ...... .... .. .... .......

.. .. ... .. .. ... .. ... At . I,_ . ...... . - ............. ... ..........

33w

A Nt

95 e~ - I .. P (

'IL;)

~CLLECTIVE

0 w w~ wY v0 w

/36

.p50

FIGURE 18

CPR OPERATION

TRIM4.--ENGINE START ENGINE START DENSITY ROTOR INDICATED

GROSS WEIGHT LONGITUDINAL CG ALTITUDE OAT SPEED FLIGHT AIRSPEED(LB) (FS) (PT) 0c0 (RPM) CONDITION (WAS)

17,500 353.0 (KID) 44.70 19.5 258 LEVEL FLIGHT 80

125 .................... . . ... NOTES: 1. 0-=NUBER ONE ENGINE

v2. *- NUMBER TWO ENGINE

............................... .... ....... ..... ........... ...

so -

r1... 1 ........... i.

Lm. as .... ..I.. ....

.... .... t -............ .T

.1............................... ....... .......I................... ....... ... ......

w - w......................l..... . ......... ...

5w -..... ..................... . .....

- ' I I i I I

......... .... ....i...............

11 - W -. . .. ... . . . . . . .... . . .. . ... .

uff ......

:-.-% .* ..... N'

46 -COLLECTIVYE

a 4 6 8 16 12 14 16 is

37

DISTRIBUTION

Deputy Chief of Staff for Logistics (DALO-SMK, DALO-AV) 2

Deputy Chief of Staff Operations (DAMO-RQ) 1

Deputy Chief of Staff for Personnel (DAPE-HRS) 1

Deputy Chief of Staff for Research Development and

Acquisition (DAMA-PPM-T, DAMA-RA, DAMA-WSA) 3

Comptroller of the Army (DACA-EA) 1

US Army Materiel Development and Readiness Command

(DRCDE-SA, DRCQA-E, DRCDE-I, DRCDE-P, DRCQA-SA, DRCSM-WA) 6

US Army Training and Doctrine Command (ATTG-U, ATCD-T,

ATCD-ET, ATCD-B) 4

US Army Aviation Systems, Command (DRSAV-ED, DRSAV-EI,

DRSAV-EL, DRSAV-EA, DRSAV-EP, DRSAV-ES, DRSAV-Q,

DRSAV-HC, DRSAV-ME) 16

US Army Test and Evaluation Command (DRSTE-CT-A,

% DRSTE-TO-O) 2

US Army Logistics Evaluation Agency (DALO-LEI) 1

US Army Materiel Systems Analysis Agency (DRXSY-R, DRXSY-MP) 2

US Army Operational Test and Evaluation Agency (CSTE-POD) I

US Army Armor Center (ATZK-CD-TE) 1

US Army Aviation Center (ATZQ-D-T, ATZQ-TSM-A,

ATZQ-TSM-S, ATZQ-TSM-U) 4

US Army Combined Arms Center (ATZLCA-DM) 1

US Army Safety Center (IGAR-TA, IGAR-Library) 2

II

T'W-w W..Y

US Army Research and Technology Laboratories (AVSCOM)

(DAVDL-AS, DAVDL-POM (Library)) 2

US Army Research and Technology Laboratories/Applied

Technology Laboratory (SAVDL-ATL-D, SAVDL-Library) 2

US Army Research and Technology Laboratories/Aeromechanics

Laboratory (AVSCOM) (SAVDL-AL-D) 2

US Army Research and Technology Laboratories/Proplusion

Laboratory (AVSCOM) (SAVDL-PL-D) 1

- Defense Technical Information Center (DDR) 12

US Military Academy (MADN-F) 1

MTMC-TFA (MTT-TRC) I

ASD/AFXT 1

Project Manager, BLACK HAWK (DRCPM-BH) 5

. US Army Aviation Development Test Activity (STEBG-CT) 2

US Army Infantry Center (ATSH-TSM-BR) 2

US Army Material Systems Analysis Agency (DRXSY-AAM) 2

US Army Operational Test and Evaluation Agency

(CSTE-TM-AV) 2

General Electric (Mr. Koon) 2

Sikorsky Aircraft Division, United Technologies

Corporation (Mr. Richard Connor) 5

-% w

-::',,= .*