Use of MCT on A320 family during CLIMB
 

Hi Guys,
Is it a recommended practice to use MCT during climb under normal operations ? If you take the case of A321, you will find it's very sluggish to climb when it's fully loaded. I have seen Captains using MCT to overcome this. In my opinion, this procedure should be resorted to only under abnormal operations. Eg; single engine scenario. Any thoughts?

It just the captains showing lack of knowledge of the aircraft. In the FL200s or so and above where climb actually becomes sluggish, MCT and climb are the same thrust setting anyway.

This is what Airbus says:

Sluggish as in what? Low rate of climb? Fully loaded commercial aircraft doesn't have the performance of an F-18 and most of the times you just have to accept it. Tell the ATC "unable" and drink your coffee...

Sluggish as compared to A320

Airlines should clarify this in their SOPs so that pilots don't make their own procedures.

We don't have a limitation on MCT use, but the only place I've had to resort to it is SJO when taking off on Rwy 07 in a heavy 321 on a hot day in order to make that first fix above 5,000'.

Flying stone, do you have a reference for those Airbus quotes?

If you have to use MCT then don't you think there is a problem with your RTOW charts?

Interesting thread.

We are directed by non normal procedure when we must use MCT. MCT use at other times is not addressed. By definition an engine can operated at MCT for an unlimited period of time. I use MCT only when necessary to increase the climb rate for turbulence or ATC request when a reduced climb speed is not appropriate or has already been selected. Selecting thrust up to MCT may also be necessary when a "SPEED SPEED SPEED" warning is present.

As Tom also said if I see a pilot selecting MCT in the mid to high 20's we talk about it at cruise.

Not necessarily. I'm just not a fan of making things by the very skin of my teeth.

Sometimes see something similar in BCN. One of the options could be a TOGA take off and a higher acceleration altitude,

A long time ago when A310 was new during a route check an Airbus TRE mentioned to me that engine warranty is not valid if MCT is used when operating with two engines. But cannot find anything in documents.

tubby: quite off the topic, but I seem to remember BCN brief saying "if unable to meet RNAV SID altitude constraints, NADP1 shall be used".

FCOM PER-THR-MCT

I used MCT today, and seemed to have survived the experience!

It must be a miracle!

You may get a call from the office for using MCT if they flag it in the flight data monitoring. It's surprising what it picks up, supposedly it's anonymous and used to identify trends so the training department can correct them but it can be unlocked and individuals identified if required.

At a recent fleet meeting the DFO observed that our aircraft spent a lot of time in selected speed and hoped that this was due to ATC instructions.

Oh dear. Get him a girlfriend!

Used MCT on the 757 a few times over the years, never with an engine failure.

On transatlantic flights westbound at the limit of the aircraft's performance we used
a full power take off followed by an MCT climb to 'washout altitude' where it was the
same as climb thrust.

This gave us a quicker climb to cruise altitude and always put us ahead of flight plan fuel.

Never had to stop.

I doubt it.

While not a specifically approved practice, at our company some may use the MCT detent after takeoff from LAS or RNO or other high altitude or terrain constrained airport on a hot day until the flaps are up and the aircraft is on profile at climb speed.

The FMA is flashing climb but in a 321 the climb rate is so sluggish and the departures are often towards mountains. This is particularly used at night.

The climb power schedule is a customer selected condition. Customers can select the most economical climb schedule as far as engine life and that is the lowest power setting that still gets the job done.

MCT is an FAR part 1 defined limit: 8. Rated Maximum Continuous Power or Thrust (unaugmented) - § 33.7(c)(1)(ii).
a. For each type certificated engine, the applicant must determine the value for the rated maximum continuous power or thrust. The applicant must demonstrate by engine test that the rated maximum continuous power or thrust is achieved without exceeding the operating limitations established in compliance with part 33 and required in § 33.7(c). The ambient conditions for which the engine must produce the rated maximum continuous power or thrust are specified in § 1.1

Airbus Climb schedules could be as high as MCT or considerably lower, as my company's is.