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
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MAIN
FLEX TAKEOFF / DERATED TAKEOFF
BUMP
DERATED CLIMB
Flex/Derate comparison, Engine Bump and Derated climb Page 3
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Max TOW
Actual TOW
Available
Thrust
Needed
Thrust
Flat rated Thrust
Tref
Weight Thrust
EGT Limit
OAT
Flex Temp
T Flex max OAT
MAXIMUM
THRUST
REDUCTION
Flexible Thrust Takeoff
Conditions of application:
T
REF
< Tflex,
Todays OAT < Tflex
Tflex < Tflex max
This reduction level depends on A/C model
Flex/Derate comparison, Engine Bump and Derated climb Page 4
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TOGA
Thrust
Flexible
Thrust
Flat rated Thrust
Tref
Thrust
EGT Limit
Temperature
Flex Temp
OAT
Flexible Takeoff procedure: at any
moment, pilot can recover TOGA
Flexible Thrust Takeoff
VMC certified for TOGA thrust VMC certified for TOGA thrust
Flex/Derate comparison, Engine Bump and Derated climb Page 5
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Derated Thrust Takeoff
engine
engine
engine
engine
engine
Certified
Certified
Certified Certified Certified
Lets 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
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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
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Derated Thrust Take-off on short and contaminated
runways
3900 m
+32.9 tons
3500 m
+83.2 tons
Flex/Derate comparison, Engine Bump and Derated climb Page 8
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Derated
Thrust
TOGA Rating TOGA Rating
Thrust
OAT
OAT
Derated Takeoff procedure: pilot
cannot recover TOGA.
Derated Rating Derated Rating
Derated Thrust Takeoff
Thrust for VMC computation at DERATED TO rating Thrust for VMC computation at DERATED TO rating
Flex/Derate comparison, Engine Bump and Derated climb Page 9
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TOGA : VMCG = 105 kts
DERATE : VMCG = 100 kts
Flex/Derate comparison, Engine Bump and Derated climb Page 10
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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
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ECAM Message
Lets 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
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ECAM Message
Lets 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
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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
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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
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Max TOW
Actual TOW
Available
Thrust
Needed
Thrust
Flat rated Thrust
Tref
Weight Thrust
EGT Limit
OAT
Flex Temp
T Flex max OAT
MAXIMUM
THRUST
REDUCTION
Reduced Thrust Level
Conditions of application:
T
REF
< Tflex,
Todays OAT < Tflex
Tflex < Tflex max
Lets have a look at these reduction levels more in detail ...
Flex/Derate comparison, Engine Bump and Derated climb Page 16
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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
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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
LETS SEE HOW THIS WORKS.
LETS SEE HOW THIS WORKS.
Flex/Derate comparison, Engine Bump and Derated climb Page 18
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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
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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
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MAIN
FLEX TAKEOFF / DERATED TAKEOFF
BUMP
DERATED CLIMB
Flex/Derate comparison, Engine Bump and Derated climb Page 21
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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
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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:
4A321-211
4A321-231
4A320-214
4A320-233
AA321A
AA3210
Flex/Derate comparison, Engine Bump and Derated climb Page 23
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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: SCN18
4CFM 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
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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
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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
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MAIN
FLEX TAKEOFF / DERATED TAKEOFF
BUMP
DERATED CLIMB
Flex/Derate comparison, Engine Bump and Derated climb Page 27
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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 ( engine stress)
4reduce maintenance costs
THRST
RED ALT
TOC
Flex/Derate comparison, Engine Bump and Derated climb Page 28
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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
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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 40000
Altitude (ft)
C
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b

t
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Max climb
ISA+10C and below
ISA+20C
ISA+30C ISA+40C
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
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Example:
4A340-642 / Trent 556
4Initial weight 372t
4ISA
4climb law 250kt/320kt/.82 to FL330
MTOW
Derated climb operational effect
MTOW
Time to TOC
DCL1: +6min
DCL2: +10min
Time to TOC
DCL1: +6min
DCL2: +10min
Distance to TOC
DCL1: +40nm
DCL2: +64nm
Distance to TOC
DCL1: +40nm
DCL2: +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
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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 1
DCL 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 DCL2
provides the same climb time
to TOC as Max Structural
Weight at MAX CLB
DCL2
DCL2 DCL2
DCL1
DCL1 DCL1
MCLB
MCLB MCLB
Flex/Derate comparison, Engine Bump and Derated climb Page 32
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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 J OINT COMPANY
WITH BAE SYSTEMS