Full power Takeoff after deicing
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Full power Takeoff after deicing
Does anyone know where to find a definitive answer as to whether or not a full power takeoff is still recommended by GE for the CF6-50C2 after de-icing using type 1 fluids. I have heard that the pre-takeoff runup to 60% for 15 seconds followed by a full power takeoff was only required for higher viscosity fluids, but not necessarily for low viscosity type 1.
Any ideas where to verify this?
Any ideas where to verify this?
Join Date: Nov 2008
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Hi
Boeing 747 Operations Manual 04.30.02
"OPERATION WITH DE-ICING/ ANTI-ICING FLUIDS
Testing of undiluted de-icing/ anti-icing fluids has shown some fluid remains on the wing during takeoff rotation and initial climb out. Residual fluid causes a temporary decrease in lift and increase in drag. Takeoff operations with reduced thrust based on the assumed temperature method are NOT permitted"
This applies to all engines fitted to 742's.
I cannot comment on other airframe types.
Hope this helps
Rgds
CL747
Boeing 747 Operations Manual 04.30.02
"OPERATION WITH DE-ICING/ ANTI-ICING FLUIDS
Testing of undiluted de-icing/ anti-icing fluids has shown some fluid remains on the wing during takeoff rotation and initial climb out. Residual fluid causes a temporary decrease in lift and increase in drag. Takeoff operations with reduced thrust based on the assumed temperature method are NOT permitted"
This applies to all engines fitted to 742's.
I cannot comment on other airframe types.
Hope this helps
Rgds
CL747
Hmm,
Things obviously vary from type to type, from the B767 Ops Manual SP.16.7
"Testing of undiluted de-cing/anti icing fluids has shown that some of the fluid remains on the wing during takeoff rotation and initial climb. The residual fluid causes a temporary decrease in lift and increase in drag, however, the effects are temporary. Takeoff operations with reduced thrust (assumed temperature method or fixed derate) are permitted provided takeoff performance accounts for the runway surface condition. Use the normal takeoff rotation rate."
It might have something to do with the higher thrust to weight ratio of the B767.
Regards,
BH.
Things obviously vary from type to type, from the B767 Ops Manual SP.16.7
"Testing of undiluted de-cing/anti icing fluids has shown that some of the fluid remains on the wing during takeoff rotation and initial climb. The residual fluid causes a temporary decrease in lift and increase in drag, however, the effects are temporary. Takeoff operations with reduced thrust (assumed temperature method or fixed derate) are permitted provided takeoff performance accounts for the runway surface condition. Use the normal takeoff rotation rate."
It might have something to do with the higher thrust to weight ratio of the B767.
Regards,
BH.
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Takeoff operations with reduced thrust (assumed temperature method or fixed derate) are permitted provided takeoff performance accounts for the runway surface condition.
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FD Quite right; no reason for it to be any different.
BH and 411A as I said I cannot comment on other airframe types and accept that there will be variations with other a/c.
Rgds
CL747
BH and 411A as I said I cannot comment on other airframe types and accept that there will be variations with other a/c.
Rgds
CL747
