UNITED STATES ARMY AVIATION WARFIGHTING CENTER

FORT RUCKER, ALABAMA

JUNE 2007

Student Handout

TITLE: AH-64D Aircraft Performance Planning

FILE NUMBER: 11-0905-6

PROPONENT FOR THIS STUDENT HANDOUT IS:

Commander, 110th Aviation Brigade

ATTN: ATZQ-ATB-AD
Fort Rucker, Alabama 36362-5000

FOREIGN DISCLOSURE STATEMENT: This product/publication has been reviewed by the product
developers in coordination with the USAAWC Foreign Disclosure Officer, Fort Rucker, AL foreign
disclosure authority. This product is releasable to students from all requesting foreign countries
without restrictions.

D-3
NOTES

D-4
SECTION I. INTRODUCTION

Understanding Performance Planning is an essential part of

Motivator
mission planning and key to mission success.

Terminal
Learning
Objective
Action: Perform AH-64D Aircraft Performance Planning
Conditions: As an AH-64D Pilot in Command.

Standards: In accordance with (IAW) TM 1-1520-251-10 and TC 1-251.

Evaluation
Immediate following this PPC lesson, you will be given a practical exercise
covering the PPC. You may complete in class or take with you. Solutions to the
exercise are in the handout.

Each student will be evaluated on this block of instruction by their

Instructor Pilot.

Instructional Regular use of performance data will allow maximum safe use of the helicopter.
Lead-In Knowledge of performance margins will allow better decisions when unexpected
conditions or alternate missions are encountered. Situations requiring maximum
performance will be readily recognized. Experience will be gained in accurately
estimating the effects of conditions for which data is not presented.

D-5
SECTION II. PRESENTATION

A. ENABLING LEARNING OBJECTIVE 1

ACTION: Verify Aircraft Weight and Balance
CONDITIONS: Given a partially completed DD Form 365-4, TC 1-251 and TM 1-
1520-251-10.

STANDARDS: In accordance with TM 1-1520-251-10, TC 1-251 and TM 55-1500-

342-23 .

D-6
NOTE: Army aircraft weight and balance classifications are:

Class 1: Aircraft are those whose weight or center-of-gravity (CG) limits can sometimes be
exceeded by loading arrangements normally used in tactical operations. Therefore, limited control is
needed.

Class 2: Aircraft are those whose weight or center-of-gravity (CG) limits can readily be exceeded
by loading arrangements normally used in tactical operations or aircraft designated primarily for
transportation of troops and other passengers. Therefore, a high degree of loading control is needed.
Also, all aircraft whose weight and balance class is not stated in the operators manual will be considered
class 2.

The AH-64D is a Class 2 aircraft. CG limits can readily be exceeded.

1. Compute the takeoff gross weight (GW) and center of gravity (CG).

a. Obtain basic weight and moments from aircraft records.

b. Use the information from Chapter 6, TM 1-1520-251-10 to compute takeoff GW and CG.

2. Compute the estimated landing GW and CG.

a. Subtract expendables from takeoff GW.

b. Use information from Chapter 6, TM 1-1520-251-10 to compute landing GW and CG.

3. Enter Limitations information.

a. Use the information from DA Form 5701-64-R to obtain maximum takeoff and landing GW
limitations.

b. Use the information from Chapter 6, TM 1-1520-251-10 to obtain CG limitations.

4. Responsibilities of aircraft Pilot-in-Command (PC)

a. The accuracy of computations on the DD Form 365-4 (Weight and Balance Clearance Form F-
Transport/Tactical).

b. That a completed DD Form 365-4 is aboard the aircraft to verify that the weight and center-of-
gravity will remain within allowable limits for the entire flight. Several DD Forms 365-4
completed for other loadings also may used to satisfy this requirement. In this case, the actual
loading being verified must clearly be within the extremes of the loading shown on the DD Form
365-4 used for verification.

NOTE: All DD Form 365-4 will be checked for accuracy at least every 90 days and new forms
completed. If no changes are required, they will be re-dated and initialed. In addition, all weight
and balance records will, as a minimum, be reviewed every 12 months.

D-7
B. ENABLING LEARNING OBJECTIVE 2
ACTION: Complete the DA 5701-64-R, Performance Planning Card (PPC)
CONDITIONS: Given DA 5701-64-R. TM 1-1520-251-10, TC 1-251, the
environmental conditions (for departure, cruise and arrival), gross
weight and #1 and #2 engine Torque Factors (ETF)
STANDARDS: IAW TM 1-1520-251-10 and TC 1-251

1. Performance Planning as stated in the AH-64D Aircrew Training Manual.

a. There are three methods of obtaining aircraft performance data.

(1) Condition 1 PERF PAGE. Information found in TM 1-1520-251-10

(2) Condition 2 PPC (DA 5701-64-R). Information found in TM 1-1520-251-10

(3) Condition 3 Electronic PPC Software.

NOTE: Condition 2 is required for the standardization evaluation. All three conditions must be
completed as part of an aviators task iteration requirements. Condition 3 is dependent on software and
hardware availability and capabilities. A task iteration worksheet listing all conditions separately is not
required.

2. CONDITION 1 - PERFORMANCE (PERF) PAGE

a. Displayed on the Performance Page of the aircraft MPD are both dynamic and projected
parameters and operating limits.

b. For a better understanding of the dynamic and projected parameters being displayed on the
performance page this condition is covered in depth after Condition #3 included in this handout.

3. CONDITION 2 PPC DA FORM 5701-64-R

a. The DA Form 5701-64-R, performance planning card, is primarily a permission planning aid
used to organize planned aircraft performance data.

b. The PPC may also be used in the aircraft in lieu of the PERF page modes.

c. Additionally, the PPC is used to record remarks that may assist in handling certain emergency
procedures that may arise during the mission.

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D-9
D-10
NOTE: Only certain items are completed when using the 5701-64-R for the AH-64D. Some blocks will
not be used and will remain empty. Only the information required by TC 1-251 listed as items 1-42 need
to be entered.

1. Complete the DEPARTURE section of the PPC.

a. ITEM 1: -- PA 1a) Record forecast DEPARTURE PA.

2a) Record MAXIMUM PA during mission.

b. ITEM 2: -- FAT 2a) Record forecast DEPARTURE FAT.

2b) Record MAXIMUM FAT during mission.

c. ITEM 3: -- T/O GWT Record the takeoff gross weight.

d. ITEM 4 -- LOAD. Record the weight of the external stores during the mission profile that can
be jettisoned to improve aircraft performance margins in the event of an emergency condition.

e. ITEM 5 FUEL MSN. Record fuel weight with reserve at takeoff to complete the mission
(MSN).

Note: Crewmembers must consider all flight profiles planed for the mission to determine mission
fuel and reserve fuel requirements. Further refinement of fuel for mission can be obtained by
interpolating data for fuel flow from various stages of the mission (for example, periods at a hover,
or aerial holding at maximum endurance true airspeed (TAS).

f. ITEM 6 -- ATF. Record the aircraft torque factor. The ATF represents a ratio of individual
aircraft torque available to specification torque at a reference temperature of + 35 degrees Celsius (C).
The ATF, the average of the two ETFs, is allowed to range from 0.9 to 1.0.)

g. ITEM 7 -- ETF. Record the individual engine torque factors. (The ETF represents a ratio of
individual engine torque available to specification torque at a reference temperature of + 35 degrees
Celsius. The ETF is allowed to range from 0.85 to 1.0. ETFs are located on the engine HIT log in the
aircraft logbook for each engine.

h. ITEM 8 -- TR. Torque ratio (TR) is used to compute the actual single/dual engine maximum
torque available with ETFs other than 1.0. If the ETFs are 1.0, record 1.0 in TR (block(s) 8). If the ETFs
are other than 1.0, compute using the torque factor chart.

NOTES: Torque factor chart allows the pilot to determine engine performance when an aircraft is
operating below + 35 degrees Celsius with a less than specification (1.0) engine. For engines operating at
temperatures above + 35 degrees Celsius, the torque ratio equals the ETF or ATF and performance is not
improved. Operating at temperatures below -5 degrees Celsius there is no more improved performance,
from the denser air. Each vertical line on the torque ratio chart has a value of .002.

(1) Enter the torque factor chart at the appropriate temperature. Move right to the ETF or
ATF.

(2) Move vertical to the bottom of the chart, and note the torque ratio.

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 i. ITEM 9 and 10 -- Max torque available (dual/single engine).

Note: It is essential to understand that while performance is planned using the maximum torque
available charts, the TGT limiting factor setting cannot be exceeded.

Caution 1: During mission planning, crewmembers must be aware that the TGT limiter setting may
prevent the engine from reaching the specification torque calculated from the maximum torque available
(either dual or single engine) chart.

Caution 2: Certain temperature and pressure altitude combinations will exceed -10, chapter 5
torque limitations. Items 9 and 10 represent actual maximum torque available. During normal aircraft
operations, -10, chapter 5 torque limitations shall not be exceeded.

(1) Maximum torque available (dual engine). The maximum torque available (dual engine) is
the maximum torque (power) that both engines are predicted to collectively produce at a
specific pressure altitude and temperature. At warmer temperatures (approximately greater
than 0 degrees C), the maximum torque available (dual engine) correlates to the top end
(864 degrees C) of the 30-minute TGT range for the 701 engine, and to the top end
(870 degrees C) of the 30-minute TGT range for the 701C engine. However, TGT limiting
may enable a value that is either above or below the chart specification torque/TGT value.

(a) At colder temperatures (approximately less than 0 degree C), the maximum torque
available dual engine correlates to the maximum torque output of the engine at fuel flow
limiting or gas producer turbines speed (NG) limiting conditions as set inside the
hydromechanical unit (HMU). Fuel flow or NG limiting can be recognized by power limiting
(power turbine speed (NP)/main rotor speed (NR) droop) with no further torque increase
possible and TGT at or below limiting values. Correlation of these indications with outside
air temperature (OAT) will identify the possible limiting factor.

(b) Using the maximum pressure altitude (PA) (item 1b) and maximum temperature
(item 2b) that will be encountered during the mission and the maximum torque available 30-
minute limit chart, compute maximum torque available and record the value in the maximum
torque available (dual engine) (block 9).

Note 1: If the ATF is 1.0, enter the torque derived in the maximum torque available (dual
engine), block 9.

Note 2: If the ATF is less than 1.0, multiply the specification torque by the torque ratio (dual
engine) (item 8) to determine actual torque available, and enter that value in block 9, or use
torque conversion chart.

Note 3: It is important to note that, once limiting is occurring with both engines, one engine
may produce more than this value while the other engine is producing less. The average of
the two numbers (based on ETFs) is supplied in this item.

(2) Maximum torque available (single engine). The maximum torque available (single
engine) is the maximum torque (power) that ENG 1 and 2 are predicted to individually
produce at a specific pressure altitude and temperature. The maximum torque available
(single engine) correlates to the top end (919 degrees C) of the 2.5-minute TGT range for the
701 engine, and to the top end (896 degrees C) of the 2.5-minute TGT range for the 701C
engine. However, TGT limiting may enable a value that is either above or below the chart
specification torque/TGT value.

D-12
(a) At colder temperatures (approximately less than 0 degrees C), the maximum torque
available (single engine) correlates to the maximum torque output of the engine at fuel flow
limiting or NG limiting conditions as set inside the HMU. Fuel flow or NG limiting can be
recognized by power limiting (NP/NR droop) with no further torque increase possible and
TGT at or below limiting values. Correlation of these indications with OAT will identify the
possible limiting factor.

(b) Using the maximum PA (item 1b) and maximum temperature (item 2b) that will be
encountered during the mission and the single engine maximum torque available 2.5-minute
limit chart, compute the maximum single engine torque available as shown in item 9(1), and
record the value in the maximum torque available (single engine) (block 10).

Note: If the ETF is different for each engine, compute maximum torque available (single
engine) for each engine using the torque ratio derived from the respective engines ETF. Do
not use the ATF.

j. ITEM 11 and 12 -- MAX ALLOWABLE GWT (OGE/IGE).

The maximum allowable GWT (OGE/IGE) represents the maximum gross weight under specific
environmental conditions with both engines operating that, using maximum torque available (not to
exceed 100 percent), sufficient power is available for OGE or IGE maneuvers. Aircraft with an ATF of 1.0
or maximum torque available (dual engine) equal to or greater than 100 percent (after use of the torque
conversion chart or multiplication by the torque ratio) use the hover ceiling chart or the hover chart as
described below. Aircraft with an ATF less than 1.0 and a maximum torque available (dual engine) less
than 100 percent (after use of the torque conversion chart or multiplication by the torque ratio) use the
hover chart as described below.

Step 1. Using the maximum PA that will be encountered during the mission, enter the hover
chart at the pressure altitude-feet. Move right to the maximum temperature that will be encountered
during the mission. Draw a line down to the bottom of the lower grid.

Step 2. OGE. Enter the top left grid, torque per engine-percent torque (%Q), at the maximum
torque available, (dual engine) (item 9), or the maximum continuous dual engine torque limit
(100 percent), whichever is less. Move down to the 80 (OGE) wheel height-foot line, and
then move right to intersect the previously drawn line. Record the GWT in maximum
allowable GWT (OGE/IGE) (block 11).

Step 3. IGE. Enter the top left grid, torque per engine-percent %Q; at the maximum torque
available (dual engine) (item 9), or the maximum continuous dual engine torque limit
(100 percent), whichever is less. Move down to the 5 (foot) wheel height-foot line, and then
move right to intersect the previously drawn line. Record the gross weight in maximum
allowable GWT (OGE/IGE) (block 12).

k. ITEM 13 and 14 -- GO/NO-GO TORQUE (OGE/IGE).

GO/NO-GO torque represents the power required to hover IGE or OGE at the maximum allowable
GWT OGE/IGE. Reference to this during hover power checks is to confirm that the aircraft weight does
not exceed the maximum allowable GWT.

(1) OGE.
Step 1. Using the departure PA, enter the hover chart at pressure altitude-feet. Move right to
the departure FAT-degree C line, and move down to the maximum allowable GWT-lb OGE
(as determined in item 11).

D-13
Step 2. Move left to the desired wheel height-foot line (normally the 5-foot line). Move up to
torque per engine-percent %Q. Record the torque value in GO/NO-GO torque (OGE/IGE)
(block 13).

Note: This torque correlates to dual engine operation at the lesser of the maximum torque
available, (dual engine) (item 9a), or the maximum continuous dual engine torque limit
(100 percent) at maximum GWT OGE (80 feet). If calculated at 5 feet, this torque correlates
to maximum torque at 80 feet.

(2) IGE.
Step 1. Using the departure PA, enter the hover chart at pressure altitude-feet. Move right to
the departure FAT-degree C line, and move down to the maximum allowable GWT-lb IGE
(as determined in item 12). If the value in item 12 exceeds the 10, chapter 5 limitation use
23,000/20,260 lbs, as appropriate for this computation.

Step 2. Move left to the desired wheel height-foot line (normally the 5-foot line). Move up to
torque per engine-percent %Q. Record the torque value in GO/NO-GO torque (OGE/IGE)
(block 14).

Note: This torque correlates to dual engine operation at the lesser of the maximum torque
available (dual engine) (item 9), or 100 percent, whichever is less, at maximum GWT IGE
(5 feet). If maximum allowable GWT (IGE), (item 12) is less than the -10 chapter 5 structural
limit (20,260 lbs), this value should equal maximum torque available (dual engine) (item 9).

l. ITEM 15 and 16 -- PREDICTED HOVER TORQUE (OGE/IGE).

This value represents the torque required to hover OGE or IGE under specific environmental conditions.

(1) OGE.
Step 1. Using the departure PA, enter the hover chart at pressure altitude-feet (item 1a). Move
right to the departure FAT-degree C line (item 2a), and move down to takeoff GWT (item 3).

Step 2. Move left to the 80 (OGE) wheel height-foot line. Move up to torque per engine percent
%Q. Record the torque value in predicted hover torque (block 15).

(2) IGE.
Step 1. Enter the hover chart at departure pressure altitude-feet (item 1a). Move right to the
departure FAT-degree C line (item 2a), and move down to takeoff GWT (item 3).

Step 2. Move left to the desired wheel height-foot line (normally the 5-foot line). Move up to
torque per engine-percent %Q. Record the torque value in predicted hover torque (block 16).

Note: A change in GWT of approximately 200 lbs equates to a change in torque of

approximately 1 percent.

D-14
2. Cruise data.

Note: The cruise charts are predicated on the aircrafts baseline (primary mission)
configuration. When planning for a wing store configuration other than baseline, torque, fuel,
and true airspeed corrections, if significant, may be applied to applicable cruise data values.
The adjustments based upon the change to baseline configuration are often so negligible that
they will go unnoticed by the crew on cockpit-displayed indications. The PC will determine
when it is necessary to compute adjustments to baseline configuration figures derived from
the cruise charts. The following items in this section will contain the necessary information to
obtain this data.

a. ITEM 17 -- PA. Record the maximum PA that will be encountered during the cruise profile
portion of the mission.

b. ITEM 18 -- FAT. Record the maximum FAT that will be encountered during the cruise profile
portion of the mission.

c. ITEM 19 -- Vne KTAS. Compute and record using the AIRSPEED OPERATING LIMITS
chart.

d. ITEM 20 -- TR. Using maximum environmental conditions for the cruise profile portion of the
mission, compute as in Item 8 above.

e. ITEM 21 MAX TORQUE AVAILABLE (Dual Eng). Using maximum environmental

conditions for the cruise profile portion of the mission, compute as in Item 9 above.

f. ITEM 22 -- MAX TORQUE AVAILABLE (Single Eng). Using maximum environmental

conditions for the cruise profile portion of the mission, compute as in Item 10 above.

g. ITEM 23 CRUISE SPEED (Dual Eng TAS). Using the applicable CRUISE chart, select a
cruise TAS (based on mission requirements, aircraft GWT and power available). Record the value in
CRUISE SPEED, block 23.

h. ITEM 24 CRUISE TORQUE (Dual Eng).

Step 1. Enter the applicable CRUISE chart at the TAS in item 23. Move horizontally to the
appropriate aircraft GW-LB line (item 3).

Step 2. Move down to the INDICATED TORQUE PER ENGINE - % to read cruise torque.
Record this value in CRUISE TORQUE, block 24.

NOTE: To determine corrected torque % for other than baseline wing-store configuration, compute %Q.
(All cruise charts are based on an 8 Hellfire configuration (inboard). Any other configuration will require a
flat plate drag correction to correct torque. Enter the applicable CRUISE chart at the TAS in item 23.
Move to the broken D Q red line. Move up to read D Q. Multiply D Q by the multiplying factor based on
current configuration found on drag charts. (EX: 5 x .32 = 1.6% change in TQ Required and round up =
2%))

i. ITEM 25 -- CRUISE FUEL FLOW (Dual Engine). Using the applicable cruise chart record the
predicted dual-engine fuel flow.

Step 1. Enter the applicable CRUISE chart at the TAS in item 23. Move horizontally to the
appropriate aircraft GW-LB line (item 3).

Step 2. Move up to the TOTAL FUEL FLOW-LB/HOUR to read cruise FUEL FLOW. Record
this value in CRUISE FUEL FLOW, block 25.

D-15
NOTE: To determine corrected fuel flow for other than baseline wing store configuration, read up from
the corrected cruise torque % (Item 24, Step 4) and record TOTAL FUEL FLOW-LB/HOUR in CRUISE
FUEL FLOW, block 25.

j. ITEM 26 Maximum rate of climb (R/C) OR ENDURANCE TAS. Compute and record.
Using the applicable cruise chart, find where GWT intersects with the MAX R/C or MAX END curved line,
draw line left or right to TAS and record block 26.

k. ITEM 27 -- MAX RANGE TAS. Compute and record. Using the applicable cruise chart, find
where GWT intersects with the MAX RANGE curved line, draw line left or right to TAS and record block
27.

NOTE: To determine the airspeed for maximum range for alternative wing stores configuration, reduce
the value from the cruise chart by 2 knots for each 5 square feet increase in drag area, F, or increase
maximum range airspeed 2 knots for each 5 square feet reduction in drag area. (EX. For 16 Hellfire
configuration F = 7.6 square feet. Range airspeed would be reduced by 2/5 or .4 x 7.6 = 3.04 knots, or
approx. 3 kts.)

l. ITEM 28 and 29 -- SINGLE ENGINE CAPABILITY TAS (MIN/MAX). Minimum and

maximum single engine capability TAS is the minimum/maximum TAS at which the aircraft can
maintain level flight with a single engine under specific environmental conditions while operating
at maximum torque available (single engine) (item 10) or 2.5-minute torque limit (122 percent),
whichever is less.

Note 1: Crewmembers must be aware of minimum single engine airspeeds for all departure,
cruise, arrival, and low-speed/low-altitude conditions.

Note 2: If the ETF is different for each engine, compute single engine capability TAS
(minimum/maximum) using maximum torque available (single engine) derived from the
lesser of the two ETFs. Do not use the ATF.

Step 1. Enter the bottom of the applicable (items 17 and 18) cruise chart at 50 percent of the
single engine contingency, 2.5 minute torque limit, or the maximum single engine torque
available (item 22), (122%) whichever is less. Move up to the first intersection of indicated
torque per engine-percent %Q and the GWT-lb line (item 3).

Step 2. Move horizontally to the true airspeed-knots line. Record this value in single engine
capability as (minimum/maximum) (block 28).

Step 3. Continue up to the second intersection of torque and the GWT-lb line (item 3).

Step 4. Move horizontally to the true airspeed-knots line.

Record this value in single engine capability as (minimum/maximum) (block 29).

Note: If the GWT-lb line is not intercepted, there is insufficient power to maintain level flight
with a single engine at the current gross weight.

Step 5 (Optional). Subtract the weight in item 4 (this equates to jettisoning the external load)
from the aircraft GWT (item 3). Repeat steps 1 and 2 above and record the TAS value in
remarks (item 42).

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Note 1: If after jettison, the GWT-lb line is not intercepted, there is insufficient power to
maintain level flight with a single engine at the current gross weight. Refer to item 30 for
maximum allowable GWT for single engine flight, and note that as fuel is consumed, single
engine level flight may be possible.

Note 2: A reduction in GWT of approximately 200 lbs equates to a change of approximately

1 knot less minimum single engine airspeed and 1 knot greater maximum single engine
airspeed.

m. ITEM 30 -- MAX ALLOWABLE GWT (SINGLE-ENG). Maximum allowable GWT (single

engine) is the maximum GWT at which the aircraft can maintain level flight with a single engine
under specific environmental conditions.

Note: If the ETF is different for each engine, compute the maximum allowable GWT (single
engine) using maximum torque available (single engine) derived from the lesser of the two
ETFs. Do not use the ATF.

Step 1. Enter the bottom of the applicable cruise chart at 50 percent of the single engine
contingency, 2.5-minute torque limit, or the maximum single engine torque available
(item 22), whichever is less. Move up to intersect the maximum R/C or maximum end line.

Step 2. Interpolate maximum GWT for single engine flight.

Record this value in maximum allowable GWTsingle engine (block 30).

n. ITEM 31 -- FUEL MANAGEMENT: Use this space to record the in-flight fuel consumption
check, to include fuel burnout and appropriate VFR or IFR reserve.

3. Complete the ARRIVAL section of the PPC.

a ITEM 32 -- PA: Record the forecast PA at the destination at ETA.

b. ITEM 33 -- FAT: Record the forecast FAT at the destination at ETA.

c. ITEM 34 -- LANDING GWT: Record the estimated landing gross weight.

d. ITEM 35 -- TR: Using arrival environmental conditions, compute as described in (8) above.

e. ITEM 36 -- MAX TORQUE AVAILABLE (DUAL ENGINE): Using arrival environmental

conditions, compute the maximum torque available as described in item 9.

f. ITEM 37 -- MAX TORQUE AVAILABLE (SINGLE ENGINE): Using arrival environmental

conditions, compute the maximum single-engine torque available as described in item 10.

g. ITEM 38 and 39 -- MAX ALLOWABLE GWT (OGE/IGE):

(1) OGE: Using arrival environmental conditions, compute the maximum allowable GWT
OGE as described in item 11.

(2) IGE: Using arrival environmental conditions, compute the maximum allowable GWT
IGE as described in item 12.

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 h. ITEM 40 -- PREDICTED HOVER TORQUE (IGE): Using arrival environmental conditions
and landing GWT, compute the torque required to hover IGE as described in (14) above.

i. ITEM 41 -- PREDICTED HOVER TORQUE (OGE): Using arrival environmental conditions

and landing gross weight, compute the torque required to hover OGE as described in (13) above.

j. ITEM 42: REMARKS: -- Use these areas to record pertinent performance planning remarks.
Whenever IGE power is not available or is limited, use this area to record the minimum airspeed/power
requirements for conducting rolling takeoff(s) and/or roll-on landing(s) in support of Task 1114 and/or
Task 1182. The procedure provides a power (torque percent) margin to avoid, if applicable, TGT, fuel
flow, or NG limiting.

a. IGE power limited/unavailable takeoff or landing. To determine required torque percent and
TAS for IGE power limited/unavailable takeoff or landing, perform the following steps.

Step 1. Enter the bottom of the applicable cruise chart at 5 percent below the maximum
torque available (dual engine) (item 9), or at the maximum continuous dual engine torque
limit (100 percent), whichever is less. Move up to the first intersection of indicated torque per
engine-percent %Q and, as applicable, the takeoff or landing GWT-lb line (item 3 or 34).

Step 2. From this point, read horizontally to the true airspeed-knots required to conduct a
power limited/unavailable rolling takeoff or roll-on landing. Record the torque required and
TAS in the remarks section.

b. Maximum airspeed with one engine in-op. Record the greater of 67 percent of Vne (Item 19)
or maximum R/C airspeed.

c. (Optional) Height-velocity single engine failure. At the discretion of the PC, use the remarks
section to record height-velocity single engine failure data. Record the minimum/maximum
airspeed/altitude combinations using the height-velocity single engine failure chart that most
closely approximates the ambient conditions and aircraft GWT.

Note: The low-speed area of the cruise charts (below 40 knots) can familiarize crewmembers
with the low-speed power requirements of the aircraft. This area shows the power margin
available for climb or acceleration during maneuvers, such as NOE flight. At zero airspeed,
the torque represents the torque required to hover OGE. During missions involving high
aircraft GWT and/or high PA and/or FAT, this area of the cruise chart must be closely
reviewed.

4. CONDITION 3 ELECTRONIC PPC PLANNING METHOD

Current software release provides AH-64D aircrews with automated pre-mission performance planning
independent of the aircraft. The conditions and standards for this task may be achieved solely with the
approved software once it is provided to the operator with pre-mission data.

C. ENABLING LEARNING OBJECTIVE 3

ACTION: Identify and Validate Aircraft Performance Page Information
CONDITIONS: Given and MPD Performance Page and TM 1-1520-251-10

STANDARDS: IAW TM 1-1520-251-10 and TC 1-251

D-18
 WARNING

Do not rely on parameters displayed on the PERF page for flight critical performance
information until validation by hover power check.

1. CONDITION 1 - PERFORMANCE (PERF) PAGE

a. The aircraft PERF page displays both dynamic and projected performance parameters
and operating limits.
b. With the correct data loaded through the DTC, the CUR PERF MODE page provides
dynamic aircraft performance calculations based on current aircraft and environmental
conditions.
c. The CUR PERF MODE page is comparable to the PPC departure data section.

D-19
2. The PERF MODE controls the system calculations being accomplished and consists of
three modes of operation, Current (CUR), Maximum (MAX), and PLAN. Each mode has page buttons,
data fields, and control buttons, some of which are not displayed under certain conditions.

a. CUR Button. The CUR perf mode selection displays current conditions. Performance
data displayed in the CUR perf mode reflect the anti--ice on or off condition based on the current
state of the anti--ice system.

b. MAX Button. The MAX perf mode selection displays projected performance
indications in digital representations according to the input of forecast data by the aircrew through
the DTU or Keyboard Unit (KU). Required entries include: forecast PA, forecast FAT, and
forecast GWT. May be used for cruise data.

c. PLAN Button. The PLAN perf mode selection will provide the same information as
MAX perf mode. The PLAN information is loaded from either the DTU or the KU. The DTU is
loaded through the AMPS. If the system for automatic input fails, manual input can be
accomplished through the PLAN perf mode. May be used for arrival data.

(1) CUR PERF mode page status window validation. To perform an initial PERF-page validation,
the PLT/CPG should accomplish the following steps:

(a) Validate aircraft (A/C) WT page and the A/C basic weight and moment values against
current DD Form 365-4.

(b) Validate A/C ETF for ENG 1 and 2 values against aircraft health indicator test (HIT)
log.

(c) Validate the performance values displayed in the CUR PERF mode page status
windows against the PPC.

(d) Verify CUR PERF mode page values against hover power check (when conditions
permit, Task 1107).

Note 1: The PLT or CPG may enable or disable the anti-ice inlet via the DTC prior to flight for the purpose
of evaluating PERF page anti-ice ON calculations for PLAN or MAX.

Note 2: Lot 7 and previous versions of the PERF page GO-NO/GO out-of-ground effect (OGE) torque
calculation is not computed using the identical procedure used with the AH-64D performance planning
card. The GO-NO/GO OGE PERF page calculation is the power required to hover OGE (80-foot wheel
height) at the maximum GWT for OGE, not the power required to hover at the altitude that the power
check is made (normally 5 feet) at maximum gross weight for OGE. In-ground effect (IGE) GO/NO-GO
torque values are calculated at a 5-foot hover utilizing maximum GWT IGE. OGE hover capability can be
determined from the PERF page by one of the following methods:

Comparing hover torque OGE to maximum torque (dual engine).

Comparing maximum GWT OGE to current GWT.
Noting the color of hover torque OGE or maximum GWT OGE.

Note 3: Current software will compute and display a maximum GWT of 23,000 pounds (lbs) if
environmental conditions permit for both single and dual engine hover exclusive of wing stores
configuration.

D-20
Note 4: The dual engine maximum torque status window indicates 30-minute limit 701,10-minute limit
701C engine. Single engine maximum torque status window indicates 2.5-minute limit 701/701C engine.

Note 5: The system processor (SP) calculates velocity safe single engine (VSSE) using equations
derived from each cruise chart in the operators manual. The SP will interpolate between charts and
perform limited extrapolation for areas outside the chart.

Note 6: Crewmembers should be aware of minimum single engine speeds for all departure, arrival, and
low-speed/low-altitude conditions.

NOTE: The engine page (ETFs), fuel page (auxiliary fuel tanks), weapon utility load page,
weight page, ASE utility chaff load, and the engine anti-ice affects the PERF Page. Vers 9.1
software no longer inventories ASE equipment and therefore will not adjust the weight and
moment for installed equipment. Weights and moments for installed ASE will have to be
annotated on the 365-4 forms.

D-21
 PRACTICAL EXERCISE SHEET DD FORM 5701-64-R
Title AH-64D Aircraft Performance Planning

Lesson 011-0905 version 0001 / AH-64D Aircraft Performance Planning (AQC FT/FSXXI)
Number/Title

Introduction

These Practical exercises (P. E.) will assist you in understanding the performance
Motivator
planning process.

Terminal NOTE: The instructor should inform the students of the following Terminal Learning
Learning Objective covered by this practical exercise.
Objective
At the completion of this lesson, you [the student] will:
Action: Complete a DA Form 5701-64-R
Conditions: Given a blank DA Form 5701-64-R

Standards: In accordance with (IAW) TM 1-1520-251-10 and TC 1-251.

Safety None
Requirements

Risk Low
Assessment
Level

Environmental None
Considerations

Students will compare their answers on the P.E. with the answers contained in the
Evaluation
student handout.

These P. E.s covers the TLO for this lesson and practice on completing a DA
Instructional
Lead-In Form 5701-64-R. Flight line instructor pilots will evaluate student on his/her
knowledge of the performance planning as per the ATM.

Resource Instructor Materials:

Requirements
Student Materials:
TM 1-1520-251-10 and TC 1-251.

Special
Instructions
Procedures

D-22
1. This is a written take home P. E. covering the instruction you received on performance planning.
2. To complete the P. E. record the information on the DA Form 5701-64-R.
3. The instructions on how to complete this P. E. are contained in TC 1-251.
4. Answers to the P.E. are located on pages D-26 and D-27 of the Student Handout.
5. Each individual student will use the following data to complete a DA Form 5701-64-R.

(a) Departure Data (PE#1 701C Engines)

(1) PA: +150ft Max. PA: +1000
(2) FAT: +8C Max. FAT: +10C
(3) Takeoff GWT 16,500lbs (Fire Control Radar (FCR) aircraft, includes 764lbs of
jettisonable stores.
(4) Mission duration 1 hour, 30 minutes.
(5) ATF .98: Engine 1 ETF .96; Engine 2 ETF 1.0
(b) Cruise Data
(1) Max. PA during mission: +1000ft
(2) Max FAT during mission: +8C
(3) Cruise speed TAS 110 KTAS
(4) Aircraft configuration two M-261 pods outboard and two M-299 rails inboard.
(c) Arrival Data
(1) PA +150ft
(2) FAT = +8C
(3) Landing GWT 15090lbs

D-23
D-24
D-25
 701C PE#1 ANSWER KEY

AH--64 PERFORMANCE PLANNING CARD

For use of this form, see TC 1-251: the proponent agency is TRADOC

DEPARTURE
PA 150 / 1000 FAT +8 / +10 TAKEOFF GWT 16500
DUAL ENG SINGLE ENG
LOAD 764
FUEL MSN
1786 #1 #2
ATF ETF ETF
.98 .96 1.0
121 TR
.991 TR
.982 TR
1.0
MAX TORQUE AVAILABLE
119% 127% 130%
MAX ALLOW. GWT (OGE/IGE)
21900 18800 / 21900
GO/NO-GO TORQUE(OGE/IGE)
PREDICTED HOVER TORQUE
79% / 88%
(OGE/IGE) 82% / 66%
REMARKS
Jettison @ T/O
67% of VNE 125KTAS 16500-764= 15736
SEA 29T / 114T
Avoid 35 to 135 0-6 KTAS
Arrival SEA
Q .32 4= 1.28 (+1%) 23T / 115T
F .4 3.2= 1.28 (-1K)
CRUISE DATA
PA 1000 FAT +8 Vne 188T Vh
DUAL ENG SINGLE ENG
122% TR .991 TR .982 TR 1.0
MAX TORQUE AVAILABLE 120% 128 131
CRUISE SPEED TAS 110
CRUISE TORQUE (+1) 60%
CRUISE FUEL FLOW 940
CONT TORQUE AVAILABLE
MAX R/C OR ENDURANCE TAS 72 (44% 790lb)
MAX RANGE TAS (-1K) 121 (68% 1020lb)
SING-ENG CAP TAS (MIN/MAX) 32 111
MAX ALLOW. GWT-SING ENG 20900
SINGLE-ENG MAX R/C IAS (MAX GWT)
DA FORM 5701-64-R, SEP 2004 PAGE 1 OF 2

D-26
 701C PE#1 ANSWER KEY

FUEL MANAGEMENT

FUEL/TIME
BURNOUT_________________Z
START___________/_________
RESERVE_________________Z
STOP____________/_________
CONSUMP RATE________LB PERHR

ARRIVAL
PA 150 FAT +8 LANDING GWT 15090
DUAL ENG SINGLE ENG
#1 #2
TR .991 TR .982 TR 1.0
125%
MAX TORQUE AVAILABLE 123% 131% 134%
MAX ALLOW GWT OGE/IGE 19000 / 22000
PREDICTED HVR TQ (IGE) 59%
PREDICTED HVR TQ (OGE) 73%
REMARKS:
Other Considerations

IGE Limited or Not Available

OGE Fuel Burn at 16500 is 1175

DA FORM 5701-64-R, SEP 2004 PAGE 2 OF 2

D-27
 PE #2 (701 Engines)

1. This is a written take home P. E. covering the instruction you received on weight and balance and
performance planning
2. To complete the P. E. record the information on the DD Form 365-4 and DA Form 5701-64-R.
3. The instructions on how to complete this P. E. are contained in TC 1-251.
4. Answers to the P.E. are located on D-33 through D-35 of the Student Handout.
5. Each individual student will use the following data to complete a DD Form 365-4 and
DA Form 5701-64-R.

(a) Weight/Balance PE Information

(1) Basic Weight and Moment 12861 (WT) 26726 (MOM)
(2) Pilot WT 200
(3) CPG WT 204
(4) Left Aft Storage Bay 30
(5) Survival Stowage Bay 30
(6) R Flyaway Kit Bay 15
(7) M299 (HF Launchers) 2 (Inboard Pylons)
(8) M261 (RKT Launchers) 2 (Outboard Pylons)
(9) M-789 (HEPD) 30MM 600 Rounds
(10) M151 (PD) (RKT) 20 Rockets
(11) AGM-114K (HF) 4 Missiles
(12) Fuel FWD TK 149 Gallons
(13) Fuel AFT TK 194 Gallons

NOTE: Use PPC (MSN Duration 1.6 Hours) in order to get landing fuel to finish DD Form 365-4 for
landing condition.

D-28
 PE#2 PPC DATA
(a) Departure Data (701 Engines)
(1) PA: +2000ft Max. PA: +3000
(2) FAT: +35C Max. FAT: +40C
(3) Takeoff GWT (365-4)
(4) Jettison Weight (365-4)
(5) Mission duration 1.6 Hours.
(6) ATF .97: Engine 1 ETF .95; Engine 2 ETF .99

(b) Cruise Data

(1) Max. PA during mission: +4000ft
(2) Max FAT during mission: +30C
(3) Cruise speed TAS 110 KTAS
(4) Aircraft configuration two M-261 pods outboard and two M-299 rails inboard.

(c) Arrival Data

(1) PA +2000ft
(2) FAT = +30C
(3) Landing GWT (365-4)

D-29
D-30
D-31
D-32
PE #2 ANSWER KEY

D-33
 701 PE#2 ANSWER KEY

AH--64 PERFORMANCE PLANNING CARD

For use of this form, see TC 1-251: the proponent agency is TRADOC

DEPARTURE
PA 2000 / 3000 FAT +35 / +40 TAKEOFF GWT 17418
1316 DUAL ENG SINGLE ENG
LOAD

FUEL MSN 1840 #1 #2

ATF .97 ETF .95 ETF .99
87% TR .97 TR .95 TR .99
MAX TORQUE AVAILABLE 84% 94% 98% 99%
MAX ALLOW. GWT (OGE/IGE) 15700 / 18300
GO/NO-GO TORQUE(OGE/IGE) 65% / 81%
PREDICTED HOVER TORQUE
(OGE/IGE) 95% / 74%
REMARKS
JETTISON @ T/O
67% of VNE 122T 17418 1316= 16102
Avoid 30 to 240 0 to 17K SEA 54T / 95T

Q 4 .32= 1.28 (+1%) ARRIVAL

F .4 3.2= 1.28 (-1K) SEA 43T / 108T
T/O CONDITIONS NEED TO DROP 1718/BS TO HAVE OGE
POWER

CRUISE DATA
PA 4000 FAT +30 Vne 183 Vh
DUAL ENG SINGLE ENG
92% TR .972 TR .955 TR .991
MAX TORQUE AVAILABLE 89% 97% 101% 102%
CRUISE SPEED TAS 110
CRUISE TORQUE +1 61%
CRUISE FUEL FLOW 930
CONT TORQUE AVAILABLE
MAX R/C OR ENDURANCE TAS 78 (50% /815lbs)
MAX RANGE TAS -1K 123 (70%/ 1020lb)
SING-ENG CAP TAS (MIN/MAX) N/A N/A
MAX ALLOW. GWT-SING ENG 17000
SINGLE-ENG MAX R/C IAS (MAX GWT)
DA FORM 5701-64-R, SEP 2004 PAGE 1 OF 2

D-34
 701 PE#2 ANSWER KEY

FUEL MANAGEMENT

FUEL/TIME
BURNOUT_________________Z
START___________/_________
RESERVE_________________Z
STOP____________/_________
CONSUMP RATE________LB PERHR

ARRIVAL
PA 2000 FAT +30 LANDING GWT 15946
DUAL ENG SINGLE ENG
# #
TR
.972 TR .955 TR .991
98%
MAX TORQUE AVAILABLE 95% 103% 107%
MAX ALLOW GWT OGE/IGE 17500 / 20650
PREDICTED HVR TQ (IGE) 67%
PREDICTED HVR TQ (OGE) 83%
REMARKS:

Other Considerations

IGE Limited (84%-5%= 79%)

79% 29T

OGE Fuel Burn at 15700 is 1190

DA FORM 5701-64-R, SEP 2004 PAGE 2 OF 2

D-35
 Additional Information
1. Load- The amount of weight that can be jettisoned from the wing pylons. A change in GWT of
approximately 200lbs equates to a change in torque of approximately 1%. A reduction in GWT of
200lbs equates to a change of approximately 1 knot less minimum single engine airspeed and 1
knot greater maximum single engine airspeed.

NOTE: You are reducing or increasing your power requirement by reducing or increasing your
gross weight.

2. Fuel Msn- The amount of fuel to complete the mission plus reserve (VFR 20 Min, IFR 30 Min).
Engines flat pitch ground 101% fuel burn is 555lbs/hr. APU 175lbs/hr.

3. ATF- (Aircraft Torque Factor) The ratio of individual aircraft torque available to specification
torque at reference of +35 C. This is the average of the two ETFs. The allowable range is .90 to
1.0. When engines come from the factory they produce 100% (specification engine) over time
the engine performance will degrade from 100%. This number will be located on the HIT log in
the aircraft logbook.

4. ETF- (Engine Torque Factor) The ratio of individual engine torque available to specification
torque at a reference temperature of +35 C. The ETF is allowed to range from .85 to 1.0. This
number will be located on the HIT log in the aircraft logbook. When engines come from the
factory they produce 100% (specification engine) over time the engine performance will degrade
from 100%. So, if one of the engines is .85 the other engine must be .95, so that the average is
.90 for the ATF. With an engine ETF of .85 it is producing 85% power compared to a specification
engine (100%) before the TR is applied.

5. TR- (Torque Ratio) Used to compute the actual torque on engines less than 1.0 for Dual/Single
engine Max Torque Available (Specification Charts). Temperatures less than +35C you will
receive improved performance from the engines due to colder temperatures (Denser Air). There
is improved performance until -5C, below -5C there is no improved performance due to colder
temperatures. When the temperature is +35C and above the ATF/ETF will be the same for the
TR block.

6. MAX TQ AVAIL(DUAL ENG)- MTA is the maximum torque that both engines are predicted to
collectively produce based on the maximum environmental conditions for the day.

a. The engines will limit because of TGT (above 0C), Fuel flow/NG (below 0C). Further
collective application above MTA will cause NR/NP droop.

b. TGT limiting occurs from ECU/DEC for TGT (TGT limiter circuit in the ECU/DEC causes
the HMU to limit fuel to the engine) and HMU for fuel flow/Ng. The ECU incorporates a
steady state dual and single TGT limiting function which restricts fuel flow within the HMU
to prevent engine over temperature. The limiting function has an inherent +/-- 4 C
variance factor in the ECU/DEC. In addition to the limiter variance, the resistance in the
cabling and circuitry between the ECU and the SP, DP, and MPD ENG page is enough to
produce a +/--8 C variance factor. Which may cause the engines to limit before or after
the specification torque calculated from the MAX TQ AVAIL (Dual or single engine) chart.

c. This number (MTA) equals the top of the 30 min limit (TGT) for dual engine (864 (701)
and 870 (701C)). Top of the 2.5 min limit for single engine (919 (701) and 896 (701C))
above 0C.

D-36
 d. When operating at high power settings, ensure anti--ice is in the manual mode. Failure of
the anti--ice/detector during high power settings could result in severe NP/NR droop. With
ENG INLET ANTI-ICE system ON, available torque is reduced by as much as 16.8% for
30-minute operation and 11.0% for 2.5-minute operation for 701 engines and Maximum
torque available 30-minute limit could be reduced by as much as 20.4% for 701C.

e. When operating near the dual engine TGT limiter setting, a gust of wind from aircrafts
rear or left, or an activation of the engine anti--ice could result in a reduction of available
engine power.

f. If MTA is more than 100% dual engine or 110% single engine, then the aircraft is
structurally limited. The engines are capable of producing the power, but components in
the transmission (main module for DE torque and input modules for SE torque) are
incapable of sustaining these torque loads continuously without damage. Damage to the
transmission and/or nose gearboxes could occur exceeding the torque limits stated in
Chapter 5.

g. If MTA is 100% (dual engine) or less and 110% (single engine) or less the aircraft is
environmentally limited.

h. NOTE: If an aircraft has different ETFs, you could see a torque split between the two
engines. The engine with the lesser ETF will experience TGT limiting prior to the opposite
engine. You may still increase the collective without NP/NR droop, until the opposite
engine reaches its TGT limit. Any further increase in collective application will result in
NP/NR droop.

7. MTA (Single Engine)- The maximum torque that ENG 1 or ENG2 are predicted to produce
based on the environmental conditions for the day. All the above applies.

8. Max Allowable GWT(OGE/IGE)- This is the maximum weight the aircraft can hover OGE/IGE
based on maximum environmental conditions for the day not to exceed maximum torque
available of 100%.

9. GO/NO-GO TQ (OGE/IGE)- Both numbers are derived at the 5 line for OGE/IGE using
departure conditions. These numbers are referenced for the hover power check (5) to confirm
that the aircraft weight does not exceed the maximum allowable GWT. If you exceed the OGE
torque you do not have OGE power. (Basically weighing the aircraft) If OGE power is not
available you will not perform the following 7 tasks or task elements:

a. TASK 1040, PERFORM VMC TAKEOFF (confined area altitude over

airspeed).

b. TASK 1058, PERFORM VMC APPROACH (termination to an OGE hover).

c. TASK 1073, RESPOND TO ENGINE FAILURE, OGE HOVER.

d. TASK 1408, PERFORM TERRAIN FLIGHT (nap of the earth [NOE] flight).

e. TASK 1411, PERFORM TERRAIN FLIGHT DECELERATION.

f. TASK 1410, PERFORM MASKING AND UNMASKING (unmasking at a

hover vertically).

g. TASK 1170, PERFORM INSTRUMENT TAKEOFF (from a hover).

D-37
10. Predicted HVR TQ (OGE/IGE)- This value represents the torque required to hover (OGE (80) /
IGE (5) for the environmental conditions and takeoff gross weight at departure.

NOTE: Anytime the load or environmental conditions increase significantly (1,000 pounds gross
weight, 5 degrees C, or 1,000 feet pressure altitude), the crew will perform additional power
checks in conjunction with the PERF page data and/or PPC.

11. VNE- The maximum permitted airspeed as a function of environmental conditions and GWT.
This airspeed cannot be obtained in level flight (dive/descent). Exceeding this airspeed may
cause the aircraft to encounter the effects of retreating blade stall or aircraft structural damage. At
colder temperatures (-10C and below) you will encounter the effects of compressibility.

12. Cruise A/S, TQ, Fuel, Flow- Cruise A/S you plan to fly. Cruise Torque will allow you to maintain
altitude and airspeed for that gross weight and environmental conditions. (If necessary, see
chapter 7 of the -10 for wing store configuration if other than baseline configuration to adjust this
torque).

13. Maximum R/C or Endurance (TAS)- When using maximum torque available and R/C airspeed
you will get the best rate of climb for the environmental conditions. Using this airspeed gives you
the greatest amount of time aloft for the fuel on board. Take note of the torque setting and fuel
burn rate while filling out the DA Form 5701-64-R.

14. Maximum Range (TAS)- This airspeed gives the greatest amount of distance for the fuel you
have on board for the environmental conditions. Take note of the torque setting and fuel burn
rate while filling out the DA Form 5701-64-R. (If necessary, see chapter 7 of the -10 for wing store
configuration if other than baseline configuration to adjust this airspeed.)

15. Single Engine Capability (TAS)- The minimum and maximum airspeed the aircraft can maintain
level flight single engine. These airspeeds are computed using the lesser of the two ETFs. At
minimum and maximum SEA you will see the top end of the 2.5 minute limit, 919 (701) and 896
(701C), for TGT and maximum torque available single engine. (If this is an environmental limit for
TGT) Crewmembers must be aware of minimum single engine airspeeds for all departure, cruise,
arrival, and low-speed/low-altitude conditions.

16. MAX ALLOW GWT (SE)- Max GWT (lesser of the two ETFs) at which the aircraft can maintain
level flight with a single engine under the environmental conditions given. If you go below and
above that airspeed you will descend. (Take note of that airspeed)

D-38
17. REMARKS:

a. 67% of VNE- Single engine Vne is the speed beyond which an average pilot will not be
capable of regaining main rotor speed (NR) after the loss of the other engine due to
excessive blade pitch and low inertial rotor system.

b. Height Velocity- The avoid, shaded, region represents hazardous airspeed and wheel-
height combinations from which a single engine landing would be extremely difficult
without some degree of aircraft damage or crewmember injury.

c. IGE Power Limited/Unavailable- This is the A/S and torque setting to be used for a
rolling T/O and Landing. This airspeed represents the minimum airspeed under dual
engine conditions at which level flight can be maintained. The torque represents the
power required to maintain level flight at this gross weight and airspeed combination. This
procedure provides a power margin to avoid TGT, fuel flow, or Ng limiting.

d. Use the cruise charts to determine power requirements at low airspeeds. Be aware of
S.E.A. for all departures, cruise, arrival, and low-speed/low altitude conditions. Bank
angles verses torque change:

(1) 15 angle requires a 3.6% increase in torque to maintain altitude/airspeed.

(2) 30 angle requires a 15.4% increase in torque to maintain altitude/airspeed.
(3) 45 angle requires a 41.4% increase in torque to maintain altitude/airspeed.
(4) 60 angle requires a 100% increase in torque to maintain altitude/airspeed.

D-39
D-40
D-41