It seems to me I have read I do not know where the recommendations of the manufacturers to spare the reactors and avoid the risk of breakdowns.
Yes, there are limits on the amount of thrust used in various stages of flight, usually most important in take-off and climb. Once in the cruise the engines are running at or below "Maximum Continuous Thrust" and are then able to run almost forever as long as they have fuel and oil. Despite what you have been told or what you have read they really really do not need to be rested/spared after a flight, they really really don't.
Chevvron and Wiggy, here is a rapid stopover due to an insufficient range of this airplane which does only suppose I think usual checks and the refueling in kerosene of the plane
Um,
1. Last time I did the Sao Paulo stopover chevron mentioned was
not due to limited range, but he may be more up to date on it than I am.
2. The SIN transit is mainly due to range but even so
it is not just "usual checks and the refueling". Some passengers leave the flight in SIN, others some join it, so on arrival
everybody gets off the aircraft and heads into the terminal, the cabin gets a quick clean, there's some baggage unloading/loading, and then there's full boarding again as passengers get on, so it is much much more than just a fuel stop. I've personally seen that transit done in about an hour or a little more on several occasions...I would say that is just about as fast as you can do a full turnround on a 777 or a 747 and to achieve that everything has to work perfectly.
On the other hand the time of turnaround you quote me for the B747 of 40 minutes, please with a sick passenger to evacuate, seems completely unimaginable !! ..
I was one of the co-pilots involved and unimaginable or not it did happen. It was only possible that quickly because we just needed to get just one passenger off, not everybody, didn't need to reboard, etc....and there was no need to rest the engines...
I know you will see some very long turnrounds at times, but that will be done for several reasons: to perhaps fit in with schedules, to fit in with ATC slots or night slots at departure/destination (you see that with QF 380s at LHR and BA's 777 at SYD), or allow slightly more time for scheduled maintainance on the aircraft, which it will need every few sectors ...but in almost 30 years of flying Wide bodied aircraft on often Ultra Long Haul flights I have never heard of turn rounds being extended simply to let the engines have a rest.