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25%
Thrust reduction Max
GW THRUST
MTOW
Actual TOW
Actual OAT
EGT for actual OAT
Flex. Temp Flex. Max
Needed
Thrust
Available
Thrust
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N1 for actual OAT
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Flight Operations Support
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CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
ENGINE
TYPE
EGTM-SLOATL
COEFFICIENT
CFM56-7B27 3,5
CFM56-7B26 3,5
CFM56-7B24 3,5
CFM56-7B22 3,5
CFM56-7B20 3,5
CFM56-7B18 3,5
CFM56-5C4 3,7
CFM56-5C3 3,7
CFM56-5C2 3,7
CFM56-5B6 3,27
CFM56-5B5 3,27
CFM56-5B4 3,28
CFM56-5B3 3,43
CFM56-5B2 3,43
CFM56-5B1 3,43
CFM56-5A5 3
CFM56-5A4 2,9
CFM56-5A3 3,1
CFM56-5-A1 3,1
CFM56-3C-1 3,2
CFM56-3B-2 3,2
CFM56-3-B1 3,2
CFM56-2-C1 3,2
The accuracy of the OAT is essential to optimize
TAKEOFF GROSS WEIGHT
THRUST REDUCTION
1°C OAT or Flex Temp = 3,3°C EGT
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Flight Operations Support
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CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Preflight
planning
Does
one or more
of the following
conditions exist:
•Perfom demo required
•Brake deactivated
•Anti-skid inop
•Other MMEL items
Calculate allowable
reduced thrust using:
•Load sheet
•Runway data
•Winds
•Outside air temperature
Is reduced
thrust precluded
by performance
requirements?
At time of takeoff
Does
one or more
of the following
conditions exist:
•Contaminated runway
•Noise abatement required
•De-icing performed
•Wind shear forecast
•Anti-ice for T/O
•Tailwind for T/O
Pilot’s
choice
Takeoff performed
at max
allowable reduced
thrust
Takeoff performed
at reduced thrust
but
not max allowable
Full Thrust
Takeoff Performed
Yes
No
Yes
Yes
No
No
No
Yes
Deviation
due to pilot
discretion?
This is a process
map for a typical
operator with the
typical company
restrictions on
reduced thrust
discussed earlier in
this presentation.
Note that there are
many hard decision
rules and
discretionary
decisions on the part
of the pilot that may
result in full thrust
takeoffs or takeoffs at
less than maximum
allowable reduced
thrust.
Tools to Analyze Reduced Thrust Programs
Process Map (Typical)
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Flight Operations Support
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CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
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For a given takeoff, there is obviously more performance margin at full
thrust than at reduced thrust, however:
Reduced thrust takeoffs meet or exceed all the performance
requirements of the Regulatory Agencies
For a reduced thrust takeoff at a given Flex/Assumed Temperature,
the performance margin is greater than for a full thrust takeoff at an
ambient temperature equal to the Assumed Temperature
Performance Aspects
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Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
THE Flex T°METHOD ALWAYS CONSERVATIVE
ON THE AIRCRAFT PERFORMANCES.
Air T°= 10°
& TAS = 138.5 Kts
V1 CAS = 140 Kts
Due to lower ambient temperature and higher air density in the actual
takeoff conditions, actual TAS is lower and actual thrust is higher
Flex T°= 55°
& TAS = 151.5 Kts
V1 CAS = 140 Kts
Example:
The Speed used to comply
with the performance
calculations!
The Speed you will have...
(+ if T°> TAS = CAS +/- 1% 5°c / Std Std, - if T°< Std)
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Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Distance from start of roll
V1 CAS = 140 Kts
V1 TAS = 151.5 Kts
Air T°= 55°c
V1 CAS = 140 Kts
V1 TAS = 138.5 Kts
Air T°= 10°c
AIRCRAFT PERFORMANCE MARGIN WITH REDUCED TAKE OFF
THRUST IS ALWAYS CONSERVATIVE.
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