A320 Engine Failure After V1
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A320 Engine Failure After V1
In the FCTM there is a Note which states as follows:
" If the decision has been taken to delay the acceleration, the flight crew must not delay the engine out maximum acceleration altitude. ( The engine out maximum acceleration altitude corresponds to the maximum altitude that can be achieved with one engine out and the other engine operating at takeoff thrust for a maximum of 10 minutes).
My query is this: Isn't the time limit 0f 10 minutes only for TOGA thrust? Why is it mentioned as "takeoff' thrust as it will then include Flex thrust also?
" If the decision has been taken to delay the acceleration, the flight crew must not delay the engine out maximum acceleration altitude. ( The engine out maximum acceleration altitude corresponds to the maximum altitude that can be achieved with one engine out and the other engine operating at takeoff thrust for a maximum of 10 minutes).
My query is this: Isn't the time limit 0f 10 minutes only for TOGA thrust? Why is it mentioned as "takeoff' thrust as it will then include Flex thrust also?
Last edited by Boyington; 2nd Jun 2018 at 15:25.
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Yes it includes Flex also. Flex can be at best maximum of 25% less power than TOGA and some other days, pretty close to TOGA power: eg: Heavy aircraft on a hot day.
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The limitation is on takeoff thrust so it is applicable to Flex also. Now with improved FADEC the flex reduction can be up to 40%. Most airlines are now operating to that. The question you should ask is why there is Max altitude when it is matter of time ten minutes.
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The question you should ask is why there is Max altitude when it is matter of time ten minutes.
Indeed. It would be difficult to apply 2 limitations to the same thing. Surely, from an engine/performance/paid for approval point of view time must be the governing factor.
TOGA and FLEX are both take off thrust settings! Need to set MCT to remove the time limitation.
What if MCT is higher than the reduced thrust/flex setting? Does that make sense, then? Not being an AB man.
Indeed. It would be difficult to apply 2 limitations to the same thing. Surely, from an engine/performance/paid for approval point of view time must be the governing factor.
TOGA and FLEX are both take off thrust settings! Need to set MCT to remove the time limitation.
What if MCT is higher than the reduced thrust/flex setting? Does that make sense, then? Not being an AB man.
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Just did two calculations under the same conditions and same aircraft. The one with FLEX gave me 2789' maxEOaccALT, the one with TOGA 3253'. Those are the altitudes one can reach under the prescribed conditions having FLEX or TOGA selected respectively. The first will be rather conservative when considering then selecting TOGA at some point during takeoff.
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The limitation on takeoff thrust is ten minutes. However the RTOW chart considers the altitudes that will be reached for the whole chart in ten minutes and the minimum of those is displayed as the MAXIMUM ACC ALITUDE. As long as you accelerate before or at that ten minutes limitation will not be infringed. More conservative.
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Thank you Vilas. You are always ahead of the game in term of knowledge. What’s your secret?Thread Starter
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The limitation on takeoff thrust is ten minutes. However the RTOW chart considers the altitudes that will be reached for the whole chart in ten minutes and the minimum of those is displayed as the MAXIMUM ACC ALITUDE. As long as you accelerate before or at that ten minutes limitation will not be infringed. More conservative.
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From Airbus web conference.
• To improve customers operations, The maximum Thrust reduction has been increased
• This is available as ‘Extended Flex’ option
• On this example, the TFlexMax is increased from
ISA + 43°C to ISA + 72°C
• The new charts computed for aircraft equipped with Extended flex option will provide temperature much higher than before
• This is available as ‘Extended Flex’ option
• On this example, the TFlexMax is increased from
ISA + 43°C to ISA + 72°C
• The new charts computed for aircraft equipped with Extended flex option will provide temperature much higher than before
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Boyington
I have seen one airline RTOW chart where the difference between minimum and maximum acceleration altitude was few feet. Obviously there was something wrong with it. Check on your flysmart and see.
I have seen one airline RTOW chart where the difference between minimum and maximum acceleration altitude was few feet. Obviously there was something wrong with it. Check on your flysmart and see.
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Maximum Acceleration Altitude corresponds to the minimum of the maximum acceleration heights of all the points of the chart. What does all the points on the chart mean as one chart is meant for one Runway length?
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RW length is same but each box of the chart has different temperature and weight. So the height reached in ten minutes is different. The minimum of these is displayed at the bottom as the maximum altitude.
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while we're in the subject, I'd appreciate some guidance because I didn't get a proper debriefing in the sim,
EGT overlimit after 100kts (called by PM) after V1 very Heavy Vibration no ECAM and no thrust asymmetry, i try to connect autopilot but its not available, the vibration is overwhelming.
what would be the most tidy sequence to manage this situation in the sim environment ?
thank you!
EGT overlimit after 100kts (called by PM) after V1 very Heavy Vibration no ECAM and no thrust asymmetry, i try to connect autopilot but its not available, the vibration is overwhelming.
what would be the most tidy sequence to manage this situation in the sim environment ?
thank you!
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MD83FO
Above 80 kts for EGT exceedence in phase 4 the warning is inhibited there is no requirement to reject takeoff just continue. After airborne depending on the degree of exceedence ECAM procedure will appear. Carry out ECAM. If no ECAM but you get engine vibration again only for engine vibration engine shutdown is not required. Apply the QRH procedure.
Above 80 kts for EGT exceedence in phase 4 the warning is inhibited there is no requirement to reject takeoff just continue. After airborne depending on the degree of exceedence ECAM procedure will appear. Carry out ECAM. If no ECAM but you get engine vibration again only for engine vibration engine shutdown is not required. Apply the QRH procedure.
