PJ2,
PJ2's quote:
For those who seem to believe that CLB or even MCT at FL350 on the CFs or RRs is cause for a huge pitch-up followed by an immediate overspeed or an uncontrolled climb for the A330, it needs to be understood that there is not much residual thrust remaining and the aircraft response from what "boost" there is, is eminently controllable.
I agree, there isn't much left to go relative to thrust! A couple of questions:
1. What would be the N1% at cruise at 35K for the CF6-80E's at Mach 0.83?
2. What would it be if the Mach was reduced to 0.80?
Also, I noted the BEA changed the estimated COG to 29% aft from 38-39% aft on AF 447 at the time of the incident. If true, what does that do to N1% as I would think the N1% required would increase to maintain speed due to more drag?
Your thoughts? I am interested in this among other thing I am not familiar with.