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1 RXCF 04/02/2006
2 RXCF 04/02/2006
When REAL GW < MAX LIMITING GW Max Thrust is not any more necessary!
You will improve flight safety You will reduce Takeoff EGT Substantial costs may be saved by extension of engine parts life time.
3 RXCF 04/02/2006
4 RXCF 04/02/2006
% of cost 0.4 CLIMB 0.2 CRUISE 0 0.5 1 2 1.5 Flight Leg 2.5 3
5 RXCF 04/02/2006
For
(Length, Altitude, slope) TEMPERATURE, QNH, wind, FLAPS SETTING OBSTACLES HEIGHT & DISTANCE AIRPLANE CONDITION RUNWAY CONDITION
MAX
RUNWAY
At
Theres
1 LIMITING GW
7 RXCF 04/02/2006
IF REAL GW < MAX LIMITING GW A T called assumed T can be computed that would limit the performance of the airplane to the real GW.
T/Off GW Flat Rated T THRUST
THE POWER OF FLIGHT
Real T Assumed T
8 RXCF
04/02/2006
HOUSTON, We've got a problem here! It looks like the assume temperature we took: 55 wasnt the right one ! Could you confirm ?!?
?!?
9 RXCF 04/02/2006
ASSUMED TEMPERATURE
10 RXCF 04/02/2006
The Speed you will have... Air T = 10 & V1 CAS = 140 Kts
RXCF
5c / Std
Since the V1 are the same for both: The actual T & The assumed T The acceleration distances to V1 are always less because the True Airspeed values are always lower.
12 RXCF 04/02/2006
Air T = 10c
Air T = 45c
AIRCRAFT PERFORMANCE MARGIN WITH REDUCED TAKEOFF THRUST IS ALWAYS CONSERVATIVE. You compute at T = 45 but You fly at T = 10
ir T A
c 10 =
T A ir
c 45 =
TAKE OFF DATA ASSOCIATED WITH A PARTICULAR AMBIENT TEMPERATURE IS ALWAYS CONSERVATIVE FOR ANY LOWER TEMPERATURE WITHIN THRUST REDUCTION LIMIT.
15 RXCF 04/02/2006
AIRLINE IS FULLY INVOLVED FOR ENGINE CHOICE CREWS ARE THE MAIN CONTRIBUTORS FOR SAVING THE ENGINE !
16 RXCF 04/02/2006
TH E E ND
THANKS FOR YOUR ATTENTION !
17 RXCF 04/02/2006