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Flex/Derate, Engine Bump and Derated climb
Related issues
Operational Liaison Meeting – Fly-By-Wire aircraft 2004
Customer Services
Flex/Derate comparison, Engine Bump and Derated climb Page 2© A
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MAIN
•FLEX TAKEOFF / DERATED TAKEOFF•BUMP•DERATED CLIMB
Flex/Derate comparison, Engine Bump and Derated climb Page 3© A
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Max TOW
Actual TOW
AvailableThrust
NeededThrust
Flat rated Thrust
Tref
Weight Thrust
EGT Limit
OATFlex Temp T Flex maxOAT
MAXIMUMTHRUST
REDUCTION
Flexible Thrust Takeoff
Conditions of application:•TREF < Tflex, •Today’s OAT < Tflex•Tflex < Tflex max
This reduction level depends on A/C model
Flex/Derate comparison, Engine Bump and Derated climb Page 4© A
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TOGAThrust
FlexibleThrust
Flat rated Thrust
Tref
Thrust
EGT Limit
TemperatureFlex TempOAT
Flexible Takeoff procedure: at any moment, pilot can recover TOGA
Flexible Thrust Takeoff
VMC certified for TOGA thrustVMC certified for TOGA thrust
Flex/Derate comparison, Engine Bump and Derated climb Page 5© A
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Derated Thrust Takeoff
engineengineengine
engineengine
Certified Certified Certified Certified Certified
Let’s have a look to the charts ...
Each derate level is certified and is associated to a new set of performance data
Flex/Derate comparison, Engine Bump and Derated climb Page 6© A
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For the A340-500/600, two new derate levels have been
added: 32% and 40%
Flex/Derate comparison, Engine Bump and Derated climb Page 7© A
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Derated Thrust Take-off on short and contaminated runways
3900 m
+32.9 tons3500 m
+83.2 tons
Flex/Derate comparison, Engine Bump and Derated climb Page 8© A
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DeratedThrust
TOGA RatingTOGA Rating
Thrust
OATOAT
Derated Takeoff procedure: pilot cannot recover TOGA.
Derated RatingDerated Rating
Derated Thrust Takeoff
Thrust for VMC computation at DERATED TO ratingThrust for VMC computation at DERATED TO rating
Flex/Derate comparison, Engine Bump and Derated climb Page 9© A
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TOGA : VMCG = 105 ktsDERATE : VMCG = 100 kts
Flex/Derate comparison, Engine Bump and Derated climb Page 10© A
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TOGA : VMCG = 105 kts
DO NOT USE THESE FIGURES AS A REFERENCE
DERATE : VMCG = 100 kts
Flex/Derate comparison, Engine Bump and Derated climb Page 11© A
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ECAM Message
Let’s see how ...
The aircraft protects the crew against MCDU typing errors during cockpit preparation
Therefore the use of TOGA together with a set of V1/Vr/V2 for DERATE takeoff must be prevented
Flex/Derate comparison, Engine Bump and Derated climb Page 12© A
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ECAM Message
• Let’s assume that no FLEX/DERATE level has been entered into the FMS
• The thrust level is set to FLX/MCT at takeoff…
IMPORTANT:
This message depends on whether the DERATED TAKEOFF option is
installed and available on the aircraft
IMPORTANT:
This message depends on whether the DERATED TAKEOFF option is
installed and available on the aircraft
But…
A warning message appears on the ECAM
Flex/Derate comparison, Engine Bump and Derated climb Page 13© A
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ECAM Message
• For aircraft without the DERATED TAKOFF option on board:
The message request the pilot to set TOGA
Even if FLEX takeoff was envisaged by the pilot, TOGA is proposed when the FLEX information is missing in
the FMS
Flex/Derate comparison, Engine Bump and Derated climb Page 14© A
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ECAM Message
• For aircraft with the DERATED TAKOFF option on board:
The message requests that the pilot sets IDLE
CONCLUSION:For those fleets where both options coexist,
additional pilot briefing may be required.
CONCLUSION:For those fleets where both options coexist,
additional pilot briefing may be required.
In this case, the risk of performing a TOGA takeoff with DERATE takeoff speeds exists,
the takeoff must be aborted
Flex/Derate comparison, Engine Bump and Derated climb Page 15© A
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Max TOW
Actual TOW
AvailableThrust
NeededThrust
Flat rated Thrust
Tref
Weight Thrust
EGT Limit
OATFlex Temp T Flex maxOAT
MAXIMUMTHRUST
REDUCTION
Reduced Thrust Level
Conditions of application:•TREF < Tflex, •Today’s OAT < Tflex•Tflex < Tflex max
Let’s have a look at these reduction levels more in detail ...
Flex/Derate comparison, Engine Bump and Derated climb Page 16© A
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Reduced Thrust Level
ACTUAL SITUATION:
• A318/319/320/321 25% (Flex only)
• A330-200/300 25%
• A340-200/300 25%
• A340-500/600 40%
AVAILABILITY DATE
Upon Request from MID 2004
Upon Request from MID 2004
Upon Request from MID 2004
Under evaluation
PLANNED EVOLUTIONS
• A319-200/300 25% (24% Derate)
• A320-200/300 25% (24% Derate)
• A321-200/300 25% (24% Derate)
• A330-200/300 40%
Tref Tflex max
THRUST
% TOGA
Flex/Derate comparison, Engine Bump and Derated climb Page 17© A
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Transition to CLIMB THRUST
• At high levels of DERATE, the TAKEOFF THRUST may fall below the CLB THRUST
• An increase of thrust must be avoided when pulling the lever to the CLB detent
• An automatic transition sequence to MAX CLB has been implemented for the different engine models
LET’S SEE HOW THIS WORKS….LET’S SEE HOW THIS WORKS….
Flex/Derate comparison, Engine Bump and Derated climb Page 18© A
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Transition to CLIMB THRUST
TRENT 500 : CLIMB ADJUSTEMENT
EPR
Time Thrust Lever
Position
CLIMB
FLEX/DERATE
FLX/MCT CLB
THRST RED ALT
20 s
FROZEN WASHOUT
40 s
• No unexpected thrust increase• Climb performance unchanged• No unexpected thrust increase• Climb performance unchanged
Flex/Derate comparison, Engine Bump and Derated climb Page 19© A
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Transition to CLIMB THRUST
Max Takeoff
Throttle in FLX detent Throttle in CL detent
0.30 0.35 (CFM)
0.40 (IAE)
Basic MCL
Mach
Thrust
Number
Max Takeoff - 25%
A319:
Reduced thrust LOW DERATE
Reduced thrust LOW MACH MAX CLIMB LOGIC
Low Mach Max Climb Logic
• On A320 and A321, the current Max Climb rating provides sufficient room for 25 % thrust reduction.
• For future evolutions, similar solutions will be applied (25%→40% for A330)
Flex/Derate comparison, Engine Bump and Derated climb Page 20© A
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MAIN
•FLEX TAKEOFF / DERATED TAKEOFF•BUMP•DERATED CLIMB
Flex/Derate comparison, Engine Bump and Derated climb Page 21© A
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Bump
• The bump is an increased takeoff thrust .
• The bump can be occasionally used when the basic maximum takeoff thrust does not provide the required performance.
• There is no possibility to set an intermediate thrust between the basic maximum takeoff thrust and the bump
Flex/Derate comparison, Engine Bump and Derated climb Page 22© A
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Bump
• Various bumps were defined for the early A320 models, as a function of the customers requirements.
• For the latest A320 family models, the bump can be made available on the following models:4A321-2114A321-2314A320-2144A320-233
AA321A
AA3210
Flex/Derate comparison, Engine Bump and Derated climb Page 23© A
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Bump
• These bumps provide between 6 and 10% more thrust than the basic one.
• They are available only with specific FADEC standards:4IAE engines: SCN184CFM engines: 5BL
• These bumps are available, but not yet certified as no customer has ordered this option yet.
• A lead time of about 9 months will be necessary once we get a customer order
Flex/Derate comparison, Engine Bump and Derated climb Page 24© A
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Bump
• Long range aircraft:4 A340:Presently, a bump is available only for the A340-313 gross weight.
4A330:A bump will be certified mid-2004 on the A330-202. It will provide the thrust of the CF6-80E1A3.
Flex/Derate comparison, Engine Bump and Derated climb Page 25© A
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Bump
• Bump activation:The bump is activated by two guarded pushbuttons, placed on the thrust levers on the A320 Family and on the external thrust levers on the A340.
It can be used with all engines operating and remains active in case of one engine failure.
GUAREGGU
GUARDED PUSHBUTTONS
GUARDED PUSHBUTTONS
Flex/Derate comparison, Engine Bump and Derated climb Page 26© A
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MAIN
•FLEX TAKEOFF / DERATED TAKEOFF•BUMP•DERATED CLIMB
Flex/Derate comparison, Engine Bump and Derated climb Page 27© A
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Principle of thrust reduction
When the MAX CLB thrust is not necessary during the CLIMB phase, it can be performed with less thrust.
• It applies to the climb phase, so its use is completely independent of that of the DERATED TO
• Benefits of thrust reduction
4save the engine life (à engine stress)4reduce maintenance costs
THRST RED ALT
TOC
Flex/Derate comparison, Engine Bump and Derated climb Page 28© A
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Derated Climb concept
• Two levels of derated climb available through MCDU• Implementation: EPR/N1 decrement applied on MCL
EPR/N1 • Decrement is function of pressure altitude, delta ISA and
engine bleed configuration.• Result:
4less severe engine operations and resulting lower engine DMC,
4slightly increased climb fuel/time to reach the same flight level.
• The DERATED CLIMB is basic in the LR family since 1997• This option is not available in the SA family
Flex/Derate comparison, Engine Bump and Derated climb Page 29© A
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Engine strain reduction
A340-600 RR Trent 500 Derated climb / Max climb washout function
-20
-15
-10
-5
0
5
0 10000 20000 30000 40000Altitude (ft)
Clim
b th
rust
der
ate
Max climb
ISA+10°C and below
ISA+20°CISA+30°CISA+40°C
D1
D2
In order to maintain the same climb capabilities, the Derated Climb features a Washout function:
Flex/Derate comparison, Engine Bump and Derated climb Page 30© A
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• Example:4A340-642 / Trent 5564Initial weight 372t4ISA4climb law 250kt/320kt/.82 to FL330
MTOW
Derated climb operational effect
MTOW
Time to TOCDCL1: +6min
DCL2: +10min
Time to TOCDCL1: +6min
DCL2: +10min
Distance to TOCDCL1: +40nmDCL2: +64nm
Distance to TOCDCL1: +40nmDCL2: +64nm
Fuel (const dist)DCL1: +89kg
DCL2: +184kg
Fuel (const dist)DCL1: +89kg
DCL2: +184kg
Flex/Derate comparison, Engine Bump and Derated climb Page 31© A
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• AIRBUS proposes a method to determine which level of climb thrust is required to guarantee the same climb capability as when at MTOW with MAX CLB THRUST
REFERENCE MAX STRUCTURAL WEIGHT 250/320/M0.82 MAX CLB
290000
300000
310000
320000
330000
340000
350000
15000 20000 25000 30000 35000 40000
INITIAL CRUISE ALTITUDE (ft)
ISOTIME WEIGHT (Kg)
DCL 1DCL 2
AIRBUS Derated Climb Recommendations
EXAMPLE: TOC = FL330
FL330
Identically TOW=336.3 tons at DCL1 provides the same climb time to TOC as Max Structural Weight at MAX CLB
The TOW=320.5 tons at DCL2provides the same climb time to TOC as Max Structural Weight at MAX CLB
DCL2DCL2DCL2
DCL1DCL1DCL1
MCLBMCLBMCLB
Flex/Derate comparison, Engine Bump and Derated climb Page 32© A
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This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied.
The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.
AN EADS JOINT COMPANYWITH BAE SYSTEMS