cfm-56-7b24k giving power 26k on go around
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The answer is simply no, but the engine would with a small alteration produce up to 27k. CFM-56-7B is capable of up to 27k. Most operators use 26k, for costcutting purposes, or even 24k as you mention.
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Originally Posted by BAe 146-100
Is that table correct cause I'm sure there is a 22K option available on the B737-800.
Ryanair seem to drop down to it on takeoff when possible.
BAe 146
Ryanair seem to drop down to it on takeoff when possible.
BAe 146
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We are talking about the maximum Thrust an Engine can give, right?
The mounted Engine is controlled by the Ratingplug belonging to the Engine.
You can see the Rating on the Nameplate:
You can do a thrust limitation via FMC, but you can not go above the Thrust programmed by the Ratingplug and written down on the Nameplate.
The mounted Engine is controlled by the Ratingplug belonging to the Engine.
You can see the Rating on the Nameplate:
You can do a thrust limitation via FMC, but you can not go above the Thrust programmed by the Ratingplug and written down on the Nameplate.
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Originally Posted by IFixPlanes
You can do a thrust limitation via FMC, but you can not go above the Thrust programmed by the Ratingplug and written down on the Nameplate.
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I think that we dont speak over the same thing.
If you have a 737-800 with an 24k engine mounted you can not get 26k without reprogramming
the Ratingplug .
Sorry, but i dont need an FCOM. I use the AMM.
If you have friend that repaires the -800 ask him about AMM. ;-)
If you have a 737-800 with an 24k engine mounted you can not get 26k without reprogramming
the Ratingplug .
Sorry, but i dont need an FCOM. I use the AMM.
If you have friend that repaires the -800 ask him about AMM. ;-)
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Its called Emergency Reserve Thrust. On each minor model of the 737NG you will get the next highest certified thrust rating for that model/engine combination if you firewall the levers. So on a 737-800 with a 24k plug you get 26k. There are altitude and airspeed restrictions to limit this to the takeoff/go-around regime. It should be noted that if there is no higher certified rating for that model/eng combination you do not get any extra. So on a 737-600 with 22k plugs thats all you are going to get. A little something extra from Mr. Boeing to take care of Mom and kids.
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Remember its only if you firewall the lever. If you set Takeoff or G/A thrust using the normal procedures (set to the green bug) you get the rating plug thrust. This emergency thrust is where you push the thottles all the way to the forward stop.
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CFM
Theres a long and short answer really!
Practical terms in most airlines....NO
Theoretically...........................Yes
thrust is limited by pin configs. FADEC can be set in such a way that they provide 24k in take off power, but, when the pilot pushed beyond takeoff power, into the "cushion" range during an emergency, the FADEC will allow the engine to churn out out the 26 or 27k The max available again depends on what the frame can safely handle.
Practical terms in most airlines....NO
Theoretically...........................Yes
thrust is limited by pin configs. FADEC can be set in such a way that they provide 24k in take off power, but, when the pilot pushed beyond takeoff power, into the "cushion" range during an emergency, the FADEC will allow the engine to churn out out the 26 or 27k The max available again depends on what the frame can safely handle.
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Originally Posted by luckyirishlad
Theres a long and short answer really!
Practical terms in most airlines....NO
Theoretically...........................Yes
thrust is limited by pin configs. FADEC can be set in such a way that they provide 24k in take off power, but, when the pilot pushed beyond takeoff power, into the "cushion" range during an emergency, the FADEC will allow the engine to churn out out the 26 or 27k The max available again depends on what the frame can safely handle.
Practical terms in most airlines....NO
Theoretically...........................Yes
thrust is limited by pin configs. FADEC can be set in such a way that they provide 24k in take off power, but, when the pilot pushed beyond takeoff power, into the "cushion" range during an emergency, the FADEC will allow the engine to churn out out the 26 or 27k The max available again depends on what the frame can safely handle.
EEC Normal Mode
In the normal mode, the EEC uses sensed flight conditions and bleed air demand to calculate N1 thrust ratings. The EEC compares commanded N1 to actual N1 and adjusts fuel flow to achieve the commanded N1. The full rated takeoff thrust for the installed engine is available at a thrust lever position less than the forward stop. Fixed or assumed temperature derated takeoff thrust ratings are set at thrust lever positions less than full rated takeoff. The maximum rated thrust is available at the forward stop. The EEC limits the maximum thrust according to the airplane model as follows:
737-800 CFM56-7B27 rating
737-800 CFM56-7B27 rating
Takeoff Bump Thrust - Specific Aircraft Only
Takeoff bump thrust is available when increased thrust is needed for takeoff, above the normal maximum takeoff thrust setting. When selected using the FMC N1 LIMIT page, takeoff thrust is increased by either the flight crew or the autothrottle positioning the thrust levers to set N1 to the reference N1 bug. Bump thrust applies only to the takeoff rating; maximum climb, maximum continuous and go-around thrust ratings are not affected.
Is this something that you can plan to use on lets say a limiting runway?
Would a BLT analysis offer a "bump" rating or is this purely a get out of jail card to use when the end of the runway is coming awfully close?
Would a BLT analysis offer a "bump" rating or is this purely a get out of jail card to use when the end of the runway is coming awfully close?