Airbus Flex/Boeing ATM Take offs
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Airbus Flex/Boeing ATM Take offs
So I'm trying to understand this in a better way, and was wondering if anyone could point me in the right direction.
For example, I understand how both of these methods work, but does the EPR/N1% remain the same.
For example
I'm undertaking a Flex/ATM takeoff, at Temp 40c (OAT 25C) for example, on take off the N1% still rises to around 105+, which is roughly the same as TOGA, if somewhat slightly less.
Do the numbers EPR/N1% numbers remain the same no matter what take odd procedure your using, but the thrust produced is less? Or would the EPR/N1% number be less on take off if you were on Flex/ATM.
Hope this makes sense? Will try and clarify better if I need to?
CTA
For example, I understand how both of these methods work, but does the EPR/N1% remain the same.
For example
I'm undertaking a Flex/ATM takeoff, at Temp 40c (OAT 25C) for example, on take off the N1% still rises to around 105+, which is roughly the same as TOGA, if somewhat slightly less.
Do the numbers EPR/N1% numbers remain the same no matter what take odd procedure your using, but the thrust produced is less? Or would the EPR/N1% number be less on take off if you were on Flex/ATM.
Hope this makes sense? Will try and clarify better if I need to?
CTA
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Assuming normal engine status, condition etc.: N1/EPR is a direct indication of the thrust the engine is producing.
So on flex/assumed temperature takeoff, thrust produced by the engine is reduced and N1/EPR would be lower accordingly.
So on flex/assumed temperature takeoff, thrust produced by the engine is reduced and N1/EPR would be lower accordingly.
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I'm undertaking a Flex/ATM takeoff, at Temp 40c (OAT 25C) for example, on take off the N1% still rises to around 105+, which is roughly the same as TOGA, if somewhat slightly less