b.
To determine single-engine fuel .ow during cruise, enter the fuel .ow chart at double the torque required for dual-engine cruise as determined from the cruise charts and obtain fuel .ow from the single-engine scale. The single-engine torque may not exceed the transmission limit shown on the chart. With bleed air on, single-engine fuel .ow increases as follows:

(1)
With bleed-air extracted, fuel .ow increases:

(a)
Engine anti-ice on -About 30 lbs/hr

(b)
Heater on -About 10 lbs/hr

(c) Both on -About 40 lbs/hr

(2) When the IR suppressor system is installed and operating in the benign mode (exhaust baffles removed), the single-engine fuel .ow will decrease about 8 lbs/hr.
7.27 DUAL-ENGINE FUEL FLOW.
Dual-engine fuel .ow for level .ight is presented on the cruise charts in Section IV. For other conditions dual-engine fuel .ow may be obtained from Figure 7-33 when each engine is indicating approximately the same torque by averaging the indicated torques and reading fuel .ow from the dual-engine fuel .ow scale. When operating at other than the 0° FAT baseline, dual-engine fuel .ow is increased 1% for each 20°C above baseline and is decreased 1% for each 20°C below baseline temperature. With bleed air on, dual-engine fuel .ow increases as follows:
a. With bleed-air extracted, fuel .ow increases:
(1) Engine anti-ice on -About 60 lbs/hr
Example: (760 lbs/hour = 820 lbs/hr).
(2)
Heater on -About 20 lbs/hr

(3)
Both on -About 80 lbs/hr

b. When the cruise or hover IR suppressor system is installed and operating in the benign mode (exhaust baffles removed), the dual-engine fuel .ow will decrease about 16 lbs/hr.
Table 7-3. Dual Engine Idle and Auxiliary Power Unit Fuel Flow
Pressure Altitude Feet  Ng = 62-69%  Ng = 85-89%  APU (Nominal) Lb/Hr 
Ground  Idle  (No  Load)  Flat Pitch (100% RPM R) 
Lb/Hr  Lb/Hr 
0  350  580  120 
4,000  326  500  105 
8,000  268  440  90 
12,000  234  380  75 
16,000  206  320  65 
20,000  182  270  55 

7-140 Change 1
SINGLE/DUAL.ENGINE FUEL FLOW 100% RPM R FAT = 0oC BLEED AIR OFF HIRSS (BAFFLES INSTALLED) DUAL.ENGINE FUEL FLOW ~ LB/HR 200 400 600 800 1000 1200 1400 1600
115
110
105
100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25

NOTE INCREASE FUEL FLOW 20

INDICATED TORQUE PER ENGINE ~ %

1% FOR EACH 20 oC 100 200 300 400 500 600 700 800
ABOVE 0 oC FAT AND DECREASE FUEL FLOW
SINGLE.ENGINE FUEL FLOW ~ LB/HR
1% FOR EACH 20 oC
AA0689
BELOW 0 oC FAT. SA
7-141

Section IX AIRSPEED SYSTEM CHARACTERISTICS
7.28 AIRSPEED CHARTS.
7.28.1 Airspeed Correction Charts. All indicated air-speeds shown on the cruise charts are based on level .ight. Figures 7-34 and 7-35 provide the airspeed correction to be added to the cruise chart IAS values to determine the re-lated airspeed indicator reading for other than level .ight mode. There are relatively large variations in airspeed sys-tem error associated with climbs and descents. Figures 7-34 and 7-35 are provided primarily to show the general mag-nitude and direction of the errors associated with the vari-ous .ight modes. If desired, these .gures may be used in the manner shown by the examples to calculate speci.c airspeed corrections.
7.28.2 Airspeed System Dynamic Characteristics.
The dynamic characteristics of the pilot and copilot air-speed indicating systems are normally satisfactory. How-ever, the following anomalies in the airspeed and IVSI in-dicating system may be observed during the following maneuvers or conditions:
a.
During takeoffs, in the speed range of 40 to 80 KIAS, 5 to 10 KIAS airspeed .uctuation may be observed on the pilot’s and copilot’s airspeed indicators.
　
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