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-   Tech Log (https://www.pprune.org/tech-log-15/)
-   -   A320 TOGA Efficiency (https://www.pprune.org/tech-log/624793-a320-toga-efficiency.html)

tdracer 26th August 2019 18:00
Originally Posted by FlightDetent (Post 10554656)
Thus, in response to vilas:

above 15-17k - the engine would typically not deliver more than MAX CON
above 30-ish k - the engine would typically not deliver more than MAX CLB

correct?
Right, at least for all the engines I'm familiar with.

etudiant 27th August 2019 18:10
Did not the AF447 pilot engage TOGA thrust in order to maintain altitude at an early stage of the incident?

Dave Therhino 28th August 2019 02:18
The report says he moved the levers to the TOGA position, which at that altitude would have resulted in the EEC attempting to set the rated maximum continuous thrust for the operating conditions as sensed by the EEC.

oceancrosser 28th August 2019 03:24
Slight thread drift, for the A321 what would limit the inital cruise capability (Flight Level), wing or thrust (assuming a take-off at MTOW)?

iceman50 28th August 2019 04:13
Oceancrosser, not sure about the A320 but A330/A340/A350 are thrust limited not wing, one would assume it would be the same.

hans brinker 28th August 2019 04:24
Originally Posted by oceancrosser (Post 10555819)
Slight thread drift, for the A321 what would limit the inital cruise capability (Flight Level), wing or thrust (assuming a take-off at MTOW)?
My vote is wing, in a heavy A321 once you get to Fl340 you have about a 20 knot window between VLS and MMo. Thrust is not great but enough to get there.

vilas 28th August 2019 04:28
Did not the AF447 pilot engage TOGA thrust in order to maintain altitude at an early stage of the incident?
When was there a problem of maintaining altitude? It was maintaining altitude it was the speed that had problem. He hit TOGA erroneously, as that's the procedure for UAS after takeoff.


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