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CHAPTER 5

OPERATING LIMITS AND RESTRICTIONS

Section I GENERAL
5.1 PURPOSE.
This chapter identi.es or refers to all important operat-ing limits and restrictions that shall be observed during ground and .ight operations.
5.2 GENERAL.
The operating limitations set forth in this chapter are the direct results of design analysis, tests, and operating expe-riences. Compliance with these limits will allow the pilot to safely perform the assigned missions and to derive maxi-mum use from the aircraft.
5.3 EXCEEDING OPERATIONAL LIMITS.
Any time an operational limit is exceeded an appropriate entry shall be made on DA Form 2408-13-1. Entry shall state what limit or limits were exceeded, range, time be-yond limits, and any additional data that would aid mainte-nance personnel in the maintenance action that may be re-quired. The helicopter shall not be .own until corrective action is taken.
5.4 MINIMUM CREW REQUIREMENTS.
The minimum crew required to .y the helicopter is two pilots. Additional crewmembers as required will be added at the discretion of the commander, in accordance with per-tinent Department of the Army regulations.

Section II SYSTEM LIMITS
5.5 INSTRUMENT MARKING COLOR CODES.
NOTE

Instrument/color markings may differ from actual limits.
Operating limitations are shown as side arrows or col-ored strips on the instrument face plate of engine, .ight and utility system instruments (Figures 5-1 and 5-2). Those readings are shown by ascending and descending columns of multicolor lights (red, yellow and green) measured against vertical scales. RED markings indicate the limit above or below which continued operation is likely to cause damage or shorten component life. GREEN markings indi-cate the safe or normal range of operation. YELLOW markings indicate the range when special attention should be given to the operation covered by the instrument.
5.6 ROTOR LIMITATIONS.
It is not abnormal to observe a % RPM 1 and 2 speed split during autorotational descent when the engines are fully decoupled from the main rotor. A speed increase of one engine from 100% reference to 103% maximum can be expected. During power recovery, it is normal for the en-gine operating above 100% RPM to lead the other engine. Refer to Figure 5-1 for limitations.
5.6.1 Rotor Start and Stop Limits. Maximum wind velocity for rotor start or stop is 45 knots from any direc-tion.
5.6.2 Rotor Speed Limitations. Refer to Figure 5-1 for rotor limitations. Power off (autorotation) rotor speeds up to 120% RPM R are authorized for use by maintenance test .ight pilots during autorotational RPM checks.
5.7 MAIN TRANSMISSION MODULE LIMITATIONS.
a.
Oil pressure should remain steady during steady state forward .ight or in level hover. Momentary .uctuations in oil pressure may occur during transient maneuvers (i.e. hovering in gusty wind conditions), or when .ying with pitch attitudes above +6°. These types of oil pressure .uc-tuations are acceptable, even when oil pressure drops into the yellow range (below 30 psi). Oil pressure should remain steady and should be in the 45 to 55 psi range to ensure that when .uctuations occur they remain in the acceptable range as de.ned above. If oil pressure is not steady during steady state forward .ight or in a level hover, or if oil pressure is steady but under 45 psi, make an entry on Form 2408-13-1. Sudden pressure drop (more than 10 PSI) without .uctua-tion requires an entry on Form 2408-13-1.

b.
A demand for maximum power from engines with different engine torque factors (ETF) will cause a torque split when the low ETF engine reaches TGT limiting. This torque split is normal. Under these circumstances, the high power engine may exceed the dual engine limit. (Example: #1 TRQ = 96% at TGT limiting, #2 TRQ is allowed to go up to 104%. Total aircraft torque = (96%+104%)/2 = 100%).

c.
With transmission oil temperature operation in the precautionary range, an entry should be made on DA Form 2408-13-1 except when hovering in adverse conditions de-scribed in Chapter 8 Desert and Hot Weather Operations.
　
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