akscott60 Posted February 8, 2014 Report Share Posted February 8, 2014 I cruised at 150kts today at around 65-70%TQ. Not too shabby since my previous life was 68% TQ for 80kts. Oh, and pulling 75% TQ got me 2500fpm climb, nearly vertical. We basically entered downwind from the upwind. I am sure if I pulled 100% at roughly 70kts, it would easily pass 3500fpm. I saw a 47D go straight up out of Knox today like a cork. Power is a nice thing to have. 1 Quote Link to comment Share on other sites More sharing options...
Joe_P148 Posted February 8, 2014 Report Share Posted February 8, 2014 Don't tease all the WOJs in here on the account of there are no AD 47 slots this year. Glad you're liking your AQC. Quote Link to comment Share on other sites More sharing options...
CharyouTree Posted February 8, 2014 Report Share Posted February 8, 2014 What's your vne at say...8500,and 10 degrees? No pax or cargo. Quote Link to comment Share on other sites More sharing options...
Joe_P148 Posted February 8, 2014 Report Share Posted February 8, 2014 VNE is for suckers. What's the max GWT OGE at 8500 and 10? Quote Link to comment Share on other sites More sharing options...
I3uller Posted February 8, 2014 Report Share Posted February 8, 2014 Was talking to a guy in the 60M course off post the other day and he was saying he had a nice tailwind and had a solid 165 knot ground speed at about 49-50 percent torque. Pulling around 60 in an IGE hover. Granted it's cold here right now but still...he made a few jabs at the 58 guys in there as well haha Quote Link to comment Share on other sites More sharing options...
d10 Posted February 8, 2014 Report Share Posted February 8, 2014 I cruised at 150kts today at around 65-70%TQ. Not too shabby since my previous life was 68% TQ for 80kts. Oh, and pulling 75% TQ got me 2500fpm climb, nearly vertical. We basically entered downwind from the upwind. I am sure if I pulled 100% at roughly 70kts, it would easily pass 3500fpm. I saw a 47D go straight up out of Knox today like a cork. Power is a nice thing to have. That's a neat trick if you're at a busy class D airport that won't let you depart. Request high hover, call freq change after passing through 2500 ft. 2 Quote Link to comment Share on other sites More sharing options...
akscott60 Posted February 8, 2014 Author Report Share Posted February 8, 2014 What's your vne at say...8500,and 10 degrees? No pax or cargo. 138 kts. That is 4 crew and 6500lbs of gas. VNE stays the same if I go up to my max gross at that altitude of roughly 43,500lbs. Quote Link to comment Share on other sites More sharing options...
akscott60 Posted February 8, 2014 Author Report Share Posted February 8, 2014 (edited) VNE is for suckers. What's the max GWT OGE at 8500 and 10? 43,599 lbs. OGE single engine at 8500 and 10 is 28855 lbs. Single engine service ceiling and gross weight of 40,710 lb and 14,740 ft. Edited February 8, 2014 by akscott60 Quote Link to comment Share on other sites More sharing options...
stearmann4 Posted February 8, 2014 Report Share Posted February 8, 2014 akscott60, I'm over at the Graduate Academics Branch at Knox (IPC), come say "hi" sometime.. Mike (Rutledge) Quote Link to comment Share on other sites More sharing options...
CharyouTree Posted February 8, 2014 Report Share Posted February 8, 2014 Hmm. Unloaded hooks in Afghanistan couldn't keep up with us (60s) at altitude. Would ask us to slow down. Max of about 115. Quote Link to comment Share on other sites More sharing options...
SBuzzkill Posted February 8, 2014 Report Share Posted February 8, 2014 (edited) Can you get to VNE in level flight at that altitude? Edited February 8, 2014 by SBuzzkill Quote Link to comment Share on other sites More sharing options...
CharyouTree Posted February 8, 2014 Report Share Posted February 8, 2014 I dont know... They had plenty of power, but were limited by airspeed. Sounds like vne to me... Quote Link to comment Share on other sites More sharing options...
SBuzzkill Posted February 8, 2014 Report Share Posted February 8, 2014 (edited) Interesting. Maybe there is a power vs airspeed restriction or something. Edited February 8, 2014 by SBuzzkill Quote Link to comment Share on other sites More sharing options...
akscott60 Posted February 8, 2014 Author Report Share Posted February 8, 2014 (edited) I know I sound like a WO1, but I am just happy with my new ride. As for airspeed restrictions, well, if its not PTIT, it could be structural, as well as being limited by our CGI. Hell, it could have been too rough a ride due to a bad blade tracking. I do have a whole 10 hours in it now, so I know less than nothing. Haha Edited February 8, 2014 by akscott60 Quote Link to comment Share on other sites More sharing options...
Velocity173 Posted February 8, 2014 Report Share Posted February 8, 2014 Hmm. Unloaded hooks in Afghanistan couldn't keep up with us (60s) at altitude. Would ask us to slow down. Max of about 115.Old D models correct? Several times they told us they could give only 100 KIAS. It happens when they hit a certain weight. Don't believe the F models have that restriction??? Quote Link to comment Share on other sites More sharing options...
akscott60 Posted February 8, 2014 Author Report Share Posted February 8, 2014 There is a cockpit mounted strain gauge that we pay attention to. Could have just been hot and heavy. Maybe those D models had the 712 engines. I know I will be wrong in some ways, but the F model is essentially the D model with a CAAS glass cockpit, and some structural improvements. Systems are essentially the same, engines, blades, etc. I am flying Ds here, but will fly F models in Korea. Quote Link to comment Share on other sites More sharing options...
CharyouTree Posted February 8, 2014 Report Share Posted February 8, 2014 We were all fairly surprised (and thought it was hilarious), because it was cold, and they were relatively unencumbered. Some people in the back, maybe, but nothing crazy. They were in fact D models, but I'm fairly certain it was structural as opposed to anything to do with the engine. I asked them about it, but don't remember the response. It may have been that strain guage. Quote Link to comment Share on other sites More sharing options...
akscott60 Posted February 8, 2014 Author Report Share Posted February 8, 2014 Hey no worries dude. We all have our strong suits. I have never experienced a level of power in any aircraft that I have in this. Out here at Rucker we have single engine OGE hover performance with like a 35% margin. Crazy. Quote Link to comment Share on other sites More sharing options...
Velocity173 Posted February 8, 2014 Report Share Posted February 8, 2014 There is a cockpit mounted strain gauge that we pay attention to. Could have just been hot and heavy. Maybe those D models had the 712 engines. I know I will be wrong in some ways, but the F model is essentially the D model with a CAAS glass cockpit, and some structural improvements. Systems are essentially the same, engines, blades, etc. I am flying Ds here, but will fly F models in Korea.Yeah I think it was related to the strain gauge. That had to pick up to a hover and based on their reading they would come back and say what airspeed they could give us. Usually it wasn't an issue and on most days they could cruise above what we could. We always talk about speeds with the different airframes but the differences aren't that great and a lot depends on configuration. Generally 60s, 47s and 64s can all cruise at a comfortable airspeed that makes everyone happy. Now, 58s and 80 KIAS, that's painful in a Black Hawk. That's when you no longer have an escort but a preplanned rendezvous at the objective. Quote Link to comment Share on other sites More sharing options...
Joepatriot Posted February 8, 2014 Report Share Posted February 8, 2014 Don't tease all the WOJs in here on the account of there are no AD 47 slots this year. Glad you're liking your AQC. Well, that sucks. Hopefully my selection will come after the new FY. Quote Link to comment Share on other sites More sharing options...
SBuzzkill Posted February 9, 2014 Report Share Posted February 9, 2014 (edited) Yeah I think it was related to the strain gauge. That had to pick up to a hover and based on their reading they would come back and say what airspeed they could give us. Usually it wasn't an issue and on most days they could cruise above what we could. We always talk about speeds with the different airframes but the differences aren't that great and a lot depends on configuration. Generally 60s, 47s and 64s can all cruise at a comfortable airspeed that makes everyone happy. Now, 58s and 80 KIAS, that's painful in a Black Hawk. That's when you no longer have an escort but a preplanned rendezvous at the objective. C'mon now, we're good for at least 90 We had one freak bird that would do 107 with a little power to spare. I have no idea why. Edited February 9, 2014 by SBuzzkill 1 Quote Link to comment Share on other sites More sharing options...
akscott60 Posted February 9, 2014 Author Report Share Posted February 9, 2014 107? Wow. Quote Link to comment Share on other sites More sharing options...
Flim Posted February 9, 2014 Report Share Posted February 9, 2014 Are the 58's underpowered because of the weapons? Quote Link to comment Share on other sites More sharing options...
akscott60 Posted February 9, 2014 Author Report Share Posted February 9, 2014 58s have a max gross of 5200lbs. After you add two crew with all of their sh*t, and a bag of gas, they are usually at gross or close. Trading ammo for fuel or vise versa is a way of life. They cruise happy at 80kts. Over the past decade the Army has been adding all kinds of sh*t to them, and that makes them even heavier. Quote Link to comment Share on other sites More sharing options...
akscott60 Posted February 10, 2014 Author Report Share Posted February 10, 2014 9,000 pound sling load 62% TQ Like a boss. Quote Link to comment Share on other sites More sharing options...
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